LIBRARY 

OF  THE 

UNIVERSITY  OF  CALIFORNIA. 


Class 


Twentieth  Century 

Triple  Air  Brake 

Questions  and 

Answers 


BY 

E.  BURGESS 


BUFFALO,  N.  Y. 

Copyright,  1905,  by  E.  Burgess         All  rights  resenjrd 


6ENEHAL 


IE     A.     T.     BROWN 


N.     DIVISION     ST 


QUESTIONS  APPLIED  TO 

NUMBERS. 

An    air    brake 1 

Air  pump 2  to  41,     62 

Air  pump,    starting 3    to       6 

Air  pump,  oiling  steam  end 7  to       8 

Air  pump,  oiling  air  end 10  to     14 

Air  pump,    packing 15,     16 

Air  pump,  Westinghouse 17  to     41 

Air  pump,  New  York 42  to     50 

Automatic   action. 530  to  535 

Air  pressure 538  to  540,  543  to  547, 

552,  625,  626,  746 

Adjustment    667,  678 

Auxiliary  reservoir.  ..57,  340,  341,  418,  419,  429 

Compensating  valve,  New  York 559  to  563, 

592  to  597 

Conductor's  valve 465  to  469 

Cylinders 327  to  334,  390,  423,  424 

Cutting  out  brakes 346  to  351, 

397,  398,  454  to  457,  704,  734,  746 

Coupling  low  pressure  engine  to  high  pres- 
sure train 739,  740 

Care  of  air  cocks  and  strainers 900  to  903 

Care  of  triple  valves  and  cylinders.  .884  to  904 

Corrington  consolidated  valve 800  to  883 

Double  heading 145,  305  to  324 

Excess  air 70  to     73 

Engineer's  valve,  Westinghouse 75  to  197 

Engineer's  valve,  Westinghouse, D-8. 182  to  197 

Engineer's  valve,  New  York 198  to  267 

Engineer's  valve,  defects  and  information, 

Westinghouse  129  to  175 

Essential  parts 798  to  799 

Equalizing  reservoir ; 56",  99, 161, 

162,   164,   165,  171 

3 


181011 


Emergency  position 115  to  121. 

126,  158,  172,  173 

Feed  valve 175,  178  to  181,  579,  580 

Gauge 63  to  73,  130,  131,  163,  324 

Gauge  reading 625  to  658 

Grade  braking 717,  747  to  758 

Handling  of  freight  train 679  to  704 

Handling  of  passenger  train 705  to  746 

High  pressure  (advantage) 60,  536  to  549 

High  pressure  valve,  Westinghouse.  .554  to  558, 

564  to  571 

High  pressure  brake 554  to  597 

High  pressure  control 536  to  539 

Kicking  off  brake 688,  718  to  721 

Leaks 161,  162,  792,  798 

Locomotive  equipment 420  to  469 

Main  reservoir 52  to  54,  58,  59,  61 

Meaning  of  application 652 

Name  of  pipes 51,  74,  352,  353 

Opening  of  air  cocks 755  to  762 

Passenger  equipment 420  "to  469 

Pressure  retaining  valve 444  to  464 

Pump  governor 41,  268  to  304,  324,  580 

Pipe  (broken) 166  to  170,  176,  302  to  304, 

581,  595,  596,  622,  624,  740  to  743 

Release  or  bleed  cock 342  to  345 

Service  application,  New  York 215  to  257 

Supplementary  reservoir,  New  York 

216,  218,  232,  233,  234,  236,  243,  255  to  257 

Straight  air  brake 598  to  624 

Signal  (air) 763  to  791 

Triple  valve,  New  York.  .470  to  496,  510  to  518 
Triple  valve.  .  .335  to  339,  354  to  387,  392  to  417, 

425,  426.  430  to  442,  453,  497  to  509 

Triple  blows  at  exhaust 519  to  529 

Tender  brakes 388  to  419 

Train  pipe  exhaust,  Westinghouse.  .  .101  to  114 

Tests 659  to  666,  754 

Train  pipe 55 

Train  left  standing  on  grade 753 

Train  parted 744,  745 

Undesired  emergency 732  to  737 


PREFACE 

The  contents  of  this  book  are  founded  by  years  of 
actual  experience  and  should  be  thoroughly  under- 
stood by  everyone  operating  or  that  is  interested 
therein.  It  is  not  the  intention  of  the  writer  to  pro- 
duce anything  that  will  puzzle  the  reader,  but  has 
shortened  the  questions  and  answers  in  the  most 
simple  language,  asking  and  answering  questions 
of  three  automatic  air  brake  systems.  The  work 
is  intended  principally  for  those  in  the  operating 
department  or  others  who  may  take  an  interest  in 
the  information  herein  noted. 

As  the  air  brake  appliance  has  proven  to  be  one 
of  the  most  essential  features  in  railway  service,  it 
is  the  duty  of  every  one  in  that  class  of  service  to  be 
thoroughly  acquainted  with  the  same. 

The  duty  of  an  engineer  is  to  become  familiar  with 
the  appliance  in  every  respect,  the  manner  in  which 
it  should  be  handled  to  obtain  the  best  possible  re- 
sults with  the  least  possible  expense,  and  the  greatest 
smoothness  capable  of  being  developed. 

My  object  is  to  present  the  subject  as  I  have  found 
it  in  actual  road  service,  illustrating  the  advantage 
of  using  air  economically.  To  accomplish  these  re- 

5 


suits  will  require  careful  study  and  thought  of  every 
one  who  has  anything  to  do  in  connection  with  the 
work.  My  belief  however  is,  those  that  have  any- 
thing to  do  in  connection  with  the  air  brake  will 
find  the  'contents  of  this  book  very  useful,  as  the 
writer  has  had  years  of  experience  as  instructor, 
Examiner  and  Supervisor  of  Air  Brakes  on  one  of 
the  leading  (eastern)  railroads,  also  has  been  travel- 
ing expert  for  an  air-brake  company. 


QUESTIONS  AND  ANSWERS 

1.  Q.     You  understand  what  an  air  brake  is? 
A.     It  is  a  brake  operated  by  compressed  air. 

2.  Q.     How  is  the  air  compressed? 

A.     By  an  air  pump  located  on  the  locomotive. 

3.  Q.     How  should  an  air  pump  be  started? 

A.  Slowly,  allowing  the  pump  to  warm  and  con- 
densation to  escape. 

4.  Q.     Is  there  any  means  applied  to  the  steam 
end  of  the  pump  for  the  escape  of  the  condensation  ? 

A.  Yes,  two  cocks.  One  located  in  lower  end 
of  steam  cylinder,  the  other  in  live  steam  passage 
way. 

5.  Q.     When  should  these  cocks  be  opened? 
A.     Before  starting  the  pump. 

G.-O.     How  long  should  the  cocks  be  left  open? 
A.  ~  Until  all  condensation  has  escaped.     It  is  not 
necessary  to  run  with  them  open. 

7.  Q.     How  should  the  steam  end  of  the  pump  be 
oiled? 

A.     By  the  lubricator. 

8.  Q.     How  many  drops  of  oil  per  minute  does  the 
steam  end  require? 

A.  As  the  class  of  air  pumps  vary,  also  the  class 
of  service  they  are  assigned  to,  judgment  should  be 
used  as  to  the  quantity  of  oil  used  to  lubricate  the 
steam  end. 


9.  Q.     How  fast  should  an  air  pump  be  operated  ? 
A.  ~  If  possible  not  to  exceed  140  to  150  strokes 

per  minute,  and  slower  if  the  air  pressure  can   oe 
maintained. 

10.  Q.     How  should  the  air  end  of  a  pump  be 
oiled  ? 

A.  Through  the  oil  cup  or  cups,  located  in  the 
top  head  for  that  purpose. 

11.  Q.     What  kind  of  oil  should  be  used? 
A.     A  small  quantity  of  valve  oil. 

12.  Q.     Why  not  oil  through  the  air  strainer? 
A.     If  the  strainer  is  used  as  an  oil  cup,  the  oil 

has  a  tendency  to  gum  the  inlet  passages,  also  the 
receiving  valve. 

13.  Q.     When  should  the  air  end  of  a  pump  be 
oiled  ? 

A.  When  running  slow  after  accumulating  a  low 
pressure  of  air  in  the  main  reservoir. 

14.  Q.     How  can  the  air  end  of  the  pump  be  oiled 
through  the  oil  cup  when  running? 

A.  By  filling  the  small  cup  and  opening  same  at 
downward  stroke,  causing  the  oil  to  enter  cylinder 
by  the  vacuum  generated  by  piston  movement. 

15.  Q.     When  soft  packing  is  used   (piston  rod) 
what  care  should  be  taken. 

A.  Great  care  should  be  taken  in  tightening  the 
stuffing  box  nut,  the  nut  should  only  be  tightened 
sufficient  to  prevent  leakage,  and,  as  time  requires, 
the  nut  shoujd  be  gradually  tightened.  When  tight- 
ened too  tight  at  the  beginning,  the  life  of  the  pack- 
ing is  destroyed. 

16.  Q.     Is  a  swab  applied  to  the  piston  rod  any 
benefit? 

8 


A.  A  swab  taken  care  of  and  lubricated  with  a 
slight  amount  of  valve  oil,  has  a  tendency  to  lubri- 
cate the  packing. 

"9*  OR  1 1  -INCH  WESTINGHOUSE  PUMP 

17.  Q.     When  starting  an  air  pump  what  is  the 
movement  of  the  main  slide  valve? 

A.     It  moves  to  the  right. 

18.  Q.     Why  does  it  move  to  the  right? 

A.  The  main  valve  being  controlled  by  a  differ- 
ential piston,  the  large  piston  being  attached  to  that 
end  of  the  rod,  it  has  the  power  to  move  in  that 
direction. 

19.  Q.     What  ports  are  opened? 

A.  Steam  admission  port  to  lower  end  of  cylinder 
and  exhaust  port  to  upper  end,  also  exhaust  port  to 
chamber  of  large  differential  piston. 

20.  Q.     What  would  be  the  action  of  the  main 
piston  ? 

A.     It  would  move  upward. 

21.  Q.     How  are  the  reversing   features  of  the 
pump  obtained? 

A.  When  the  main  piston  has  moved  to  about 
the  end  of  its  upper  stroke,  the  reversing  plate  at- 
tached to  piston  comes  in  contact  with  shoulder  on 
reversing  rod,  moving  same  upward,  operating  re- 
versing valve,  closing  exhaust  port  of  differential 
piston  chamber  and  opening  admission  port  to  same, 
causing  differential  piston  to  move  to  the  left,  oper- 
ating main  slide  valve. 

22.  Q.     What  ports  are  opened? 

A.  Steam  admission  port  to  top  cad  of  cylinder 
and  exhaust  port  to  lower  end. 


23.  Q.     What  would  be  the  movement  of  the  main 
piston? 

A.  It  would  move  down  until  the  reversing 
plate  attached  to  piston  came  in  contact  with  the 
button  on  end  of  reversing  valve  stem,  moving  same 
downward,  operating  reversing  valve,  closing  steam 
admission  port  to  differential  piston  chamber  and 
opening  exhaust  port  of  same,  causing  piston  and 
main  slide  valve  to  move  to  the  right. 

24.  Q.     When  steam  is  admitted  to  right  of  dif- 
ferential piston  why  does  it  have  the  power  to  move 
it  to  the  left? 

A.  Because  the  small  chamber  in  which  the  small 
piston  operates  is  always  open  to  the  atmosphere. 

25.  Q.     How  is  the  air  admitted  to  the  air  end? 

A.  By  the  motion  of  the  piston  contained  there- 
in, there  is  a  partial  vacuum  created.  The  atmos- 
pheric pressure  lifting  receiving  valves  and  entering 
the  empty  space. 

2G.  Q.  Does  both  the  receiving  valves  operate  at 
each  stroke? 

A.  No.  The  lower  receiving  valve  operates  at 
the  upward  stroke  and,  upper  at  downward  stroke. 

27.  Q.     How   is   the   air   delivered   to   the   main 
reservoir  ? 

A.  When  the  piston  has  reached  the  end  of  its 
stroke,  the  inlet  or  receiving  valve  seats,  the  piston 
now  makes  the  return  stroke  compressing  the  at- 
mospheric pressure  confined  in  the  cylinder,  when 
it  is  compressed  sufficiently  to  lift  the  discharge  valve 
against  the  main  reservoir  air,  it  does  so,  entering 
main  reservoir. 

28.  Q.     Does  both  the  discharge  valves  operate  at 
each  stroke. 

10 


A.  No.  The  lower  discharge  valve  operates  at 
the  downward  stroke  and,  upper  at  upward  stroke. 

29.  Q.     Which  side  of  the  air  cylinder  are  the 
receiving  valves  located? 

A.  Those  applied  to  the  side  of  the  cylinder  the 
strainer  is  connected  to  (left  side). 

30.  Q.     Which  side,  the  discharge  valves? 

A.     Those  applied  to  the  opposite  side  (right). 

31.  Q.     What  action  will  the  pump  have  if  the 
lower  receiving  valve  is  broken? 

A.     The  do\vnward  stroke  will  be  quick. 

32.  Q.     The  upper  discharge  valve  broken? 
A.     The  downward  stroke  will  be  quick. 

33.  Q.     How  would  you  know  the  difference  be- 
tween a  broken  receiving  or  discharging  valve? 

A.  The  upper  discharge  valve  broken,  the  main 
reservoir  air  would  follow  the  air  piston,  destroy- 
ing the  partial  vacuum,  preventing  atmospheric  pres- 
sure from  entering  upper  receiving  valve,  the  lower 
receiving  valve  broken,  the  atmospheric  pressure 
could  not  be  retained  in  cylinder  and  would  dis- 
charge or  blow  back.  As  the  inlet  (where  the 
strainer  is  connected)  leads  to  both  the  upper  and 
lower  receiving  valves,  a  broken  receiving  valve  will 
not  cause  a  blow  to  the  atmosphere  as  it  would  if 
each  valve  had  a  separate  inlet  port.  With  careful 
attention  it  can  be  noted  by  the  blow  back  at  the 
air  inlet. 

34.  Q.     How   about  upper   receiving  and   lower 
discharge  valves'  broken  ? 

A.     The  action  of  the  pump  will  be  vica  vica. 

35.  Q.     What  causes  an  air  pump  to  heat   (run 
hot)? 

11 


A.  Excessive  labor.  Piston  rod  packing  burnt 
or  blown  out.  Defective  air  valves.  Worn  out  or 
gummed  rings  in  the  air  piston.  Air  passages  part- 
ly plugged. 

36.  Q.     What  is  a  standard  lift  of  air  valves  for 
nine  and  one-half  inch  air  pump  ? 

A.     Three  thirty-seconds  of  an  inch. 

37.  Q.     What  causes  an  air  pump  to  groan? 

A.  Short  of  lubrication,  sometimes  in  the  steam 
end,  other  times  in  the  air  end,  also  dry  piston  rod 
packing,  worn  rings  in  the  air  end  will  also  cause  it. 

38.  Q.     If    the    pump    stops    from    an    unknown 
cause,  can  you  tell  if  the  trouble  is  in  the  pump  or 
the  governor? 

A.     Yes. 

39.  Q.     How  can  you  tell? 

A.  By  opening  the  exhaust  cock,  located  in  the 
steam  line. 

40.  Q.     If  the  steam  discharge  is  strong  from  the 
cock,  what  would  that  indicate? 

A.  It  would  indicate  that  the  trouble  was  in  the 
pump. 

41.  Q.   •  If  the  trouble  was  in  the  governor,  steam 
would    not    discharge    from    the    cock    referred    to, 
would  it? 

A.  No.  The  steam  valve  in  the  governor  would 
be  seated,  closing  the  port,  the  discharge  of  steam 
through  the  cock  would  be  slight. 

NEW  YORK  DUPLEX  PUMP 

42.  Q.     Why  is  it  called  duplex? 

A.  Because  the  pump  compresses  two  unequal 
pressures. 

12 


43.  Q.     Which  are  the  air  ends? 
A.     The  upper. 

44.  Q.     Which  is  the  high  and  low  pressure  end  ? 
A.     Right  is  low ;  left,  high  pressure. 

45.  Q.     When  starting  the  pump,  what  is  the  first 
movement  ? 

A.  The  piston  in  the  low  pressure  end  will  move 
upward. 

46.  Q.     Does  the  main  valve  that  is  operated  by 
the  low  pressure  end  control  steam  admission  and 
exhaust  ports  for  the  low  or  high  pressure  cylinder? 

A.  It  is  a  cross  port  device,  the  reversing  valve 
that  is  operated  by  the  low  pressure  side,  operates 
the  admission  and  exhaust  ports  to  the  high  pressure 
end,  likewise  with  the  high  pressure  side,  vica  vica. 

47.  Q.     How  is  the  reversing  feature  operated? 
A.     By  its  rod,  a  plate  being  applied  to  the  main 

steam  piston,  same  as  other  brake  companies. 

48.  Q.     How  is  the  air  admitted  to  the  air  end? 
A.     At  the  movement  of  the  low  pressure  piston 

it  creates  a  partial  vacuum,  atmospheric  pressure  lift- 
ing the  receiving  valve  and  enters  the  empty  space ; 
the  piston  in  high  pressure  end  now  operates  cre- 
ates a  partial  vacuum.  The  atmospheric  pressure 
which  is  in  the  low  pressure  cylinder  (which  has 
just  been  admitted  by  the  movement  of  the  piston) 
lifts  the  discharge  valve  and  enters  the  empty  space. 
The  atmospheric  pressure  now  lifts  both  the  receiv- 
ing and  discharge  valves  of  the  low  pressure  cylin- 
der and  enters  both  low  and  high  pressure  cylinders. 
The  low  pressure  piston  now  operates,  discharging 
the  atmospheric  pressure  (contained  therein)  to  the 
high  pressure  cylinder,  the  high  pressure 'piston  now 
operating  compressing  the  air  contained  in  its  cylin- 

13 


der  sufficiently  to  lift  the  discharge  valves  against 
the  main  reservoir  air,  it  does  so  entering  the  main 
reservoir. 

49.  Q.     How  many  air  valves  are  applied  to  a 
pump  ? 

A.     Six,  two  receiving  and  four  discharge. 

50.  Q.     When  do  the  six  valves  operate? 

A.  The  receiving  and  discharge  valves  (located 
central  of  the  two  air  cylinders)  operate  at  the 
operation  of  the  low  pressure  piston,  the  same  dis- 
charge valves  operate  as  receiving  valves  for  the 
high  pressure  cylinder,  at  the  operation  of  its  pis- 
ton. The  high  pressure  discharge  valves  are  located 
at  left  of  cylinder  and  operate  at  the  operation  of 
the  high  pressure  piston. 

51.  Q.     Name  the  pipe   forming  connection  be- 
tween air  pump  and  main  reservoir? 

A.     Discharge  pipe. 

52.  Q.     Where  is  the  air  stored  which  is  used  to 
operate  the  system? 

A.  Main  reservoir  (train  pipe),  equalizing  and 
auxiliary  reservoir. 

53.  Q.     What  is  the  main  reservoir  used  for. 

A.  For  storing  a  volumn  of  air  and  acts  as  a 
drain  for  the  system. 

54.  Q.     What  is  the  main  reservoir  air  used  for? 
A.     For  the  charging  of  the  equipment,  releasing 

of  the  brakes  and  recharging. 

55.  Q.     What  is  the  train  pipe  used  for? 

A.  To  convey  the  air  back,  distributing  it  to  each 
car. 

56.  O.     What   is   the   equalizing   reservoir   used 
for? 

14 


A.  It  stores  a  volumn  of  air  that  is  used  to  oper- 
ate the  equalizing  piston. 

57.  Q.     What  is  the  auxiliary  reservoir  used  for? 
A.     It  stores  a  volumn  of  air  that  is  used  for  the 

breaking  power  of  that  car,  tender  or  driving  brake, 
as  the  case  may  be. 

58.  Q.     What  is  the  cubical  contents  of  the  main 
reservoir  ? 

A.  They  vary  in  size,  ranging  from  twenty  thou- 
sand to  sixty  thousand  cubic  inches.  The  larger  ones 
being  used  in  freight  service. 

59.  Q.     Is   there  any  advantage  by   using  large 
main  reservoirs? 

A.  Yes.  There  is  a  larger  volumn  stored  ready 
for  use. 

60.  Q.     Is  there  any  advantage  in  carrying  a  high 
main  reservoir  pressure? 

A.  Yes.  High  pressure  of  air  in  the  main  reser- 
voir has  more  energy,  produces  a  greater  velocity 
in  train  pipe  and  releases  the  brakes  much  quicker. 

61.  Q.     How  often  should  the  main  reservoir  be 
drained? 

A.  At  the  end  of  every  trip,  when  convenient,  at 
times  along  the  road. 

62.  Q.     Can  some  of  the  condensation  or  water 
which  is  found  in  the  main  reservoir  be  avoided? 

A.  Yes.  By  running  the  pump  as  slow  as  pos- 
sible (yet  maintaining  a  standard  pressure),  avoid 
heating  the  air  when  being  compressed  any  more 
than  necessary. 


15 


AIR   GAUGE 

63.  Q.     Where  should  the  air  gauge  be  located. 
A.     In  direct  sight  of  the  engineer. 

64.  Q.     What  class  of  an  air  gauge  is  used? 
A.     Duplex. 

65.  Q.     Why  are  they  called  duplex? 

A.     Because  there  are  unequal  pressures  recorded 
on  the  same  dial. 

66.  Q.     Wrhat  is  the  color  of  the  dial  ? 

A.     Usually  white,  there  are  a  few  black. 

67.  Q.     What  air  does  the  red  hand  record? 
A.     Main  reservoir  air. 

68.  Q.     What  air  does  the  black  "or  white"  hand 
record  ? 

A.     Train  pipe. 

69.  Q.     Any  other  storage  of  air  you  know  of  it 
records  ? 

A.     Yes.     Equalizing  and  auxiliary  reservoirs. 

70.  Q.     What  does  the  difference  between  the  two 
hands  represent? 

A.     The  excess  air. 

71.  Q.     Where  is  the  excess  air  stored? 
A.     In  the  main  reservoir. 

72.  Q.     What  is  the  excess  air  used  for? 

A.     For  releasing  the  brakes  and  recharging  the 
auxiliary  reservoirs. 

73.  Q.     Do  you  understand  the  excess  air  is  es- 
sential ? 

A.     Yes.      It    requires    excess    air    to    obtain    a 
prompt  and  quick  release  of  the  brakes. 

16 


74.  Q.     Name  the  pipe   forming  the   connection 
between  main  reservoir  and  engineer's  brake  valve. 

A.     Main  reservoir  delivery  pipe. 

WESTINGHOUSE 

Engineer's  brake  and  equalizing  discharge 
valve.  (Formerly  D=5,  E=6,  F=6  and  at  pres= 
ent  G=6.) 

75.  Q.     What  is  an  engineer's  valve  used  for? 

A.  For  operating  the  air  between  main  reservoir 
and  train  pipe,  between  train  pipe  and  atmosphere 
when  applying  the  brakes. 

76.  Q.     How    many   positions   are    there    to    the 
Westinghouse  valve? 

A.     Five. 

77.  Q.     Name  the  five? 

A.  No.  1,  release;  No.  2,  running;  No.  3,  lap; 
No.  4,  service  application;  No.  5,  quick  action, 
"emergency." 

78.  Q.     What  communication  is  there  when  han- 
dle is  in  (No.  1)  release  position? 

A.  There  is  a  direct  communication  between 
main  reservoir  and  train  pipe,  including  equalizing 
reservoir,  also  the  warning  port  is  open. 

79.  Q.     Name  the  air  the  warning  port  discharges. 
A.     Main  reservoir  air. 

80.  Q.     Why  is  it  called  warning  or  alarm  port? 
A.     The  discharge  of  air  exhausting  warns  the 

operator  not  to  run  the  handle  in  that  position. 

81.  Q.     Why  should  the  handle  not  be  run  in  that 
position? 

A.     The  equipment  would  be  overcharged. 

17 


82.  Q.     Would  that  be  damaging  in  any  way  ? 

A.  With  the  equipment  charged  to  main  reser- 
voir air,  an  application  made,  setting  the  brakes  in 
full,  the  wheels  would  slide. 

83.  Q.     What  is  the  proper  position  to  carry  the 
handle  while  running? 

A.     Running  position  No.  2. 

84.  Q.     Why  is  it  the  proper  position? 

A.  The  communication  in  that  position  between 
main  reservoir  and  train  pipe  is  automatically  con- 
trolled by  the  feed  valve. 

85.  Q.     What  communication  is  there  in  running- 
position  No.  2? 

A.  There  is  a  communication  between  main  res- 
ervoir and  train  pipe  of  five-sixteenth  port. 

86.  Q.     How  long  does  this  communication   re- 
main ? 

A.  Until  the  train  pipe  and  auxiliary  reservoirs 
are  charged  to  the  pressure  which  the  feed  valve  is 
set  for. 

87.  Q.     Is  there  any  communication  to  the  equaliz- 
ing reservoir  ? 

A.  Yes,  whenever  there  is  communication  be- 
tween main  reservoir  and  train  pipe  there  is  always 
communication  between  train  pipe  and  equalizing 
reservoir. 

88.  Q.     Does  the  operation  of  the  feed  valve  close 
the  communication  between  train  pipe  and  equaliz- 
ing reservoir? 

A.  No,  this  communication  remains  open  until 
valve  is  lapped. 

89.  Q.     Name  the  train-pipe  governor. 
A.     Feed  valve. 

18 


90.  Q.     What  ports  are  open  when  handle  is  in 
position  No.  3? 

A.     Not  any,  that  is  lap  position. 

91.  Q.     What  is  the  meaning-  of  lap? 

A.  That  is  a  position  whereby  the  metal  of  the 
rotary  valve  covers  all  ports  in  the  seat. 

92.  Q.     Where  is  the  beginning  and  ending  of 
main  reservoir  air? 

A.  Main  reservoir  air  begins  at  the  top  of  the 
discharge  valves  of  the  pump  and  ends  at  the  seat 
of  the  rotary  valve. 

93.  Q.     What  air  is  on  top  of  the  rotary  valve,  ex- 
tending through  its  ports? 

A.     Main  reservoir  air. 

9-1.  Q.     What  air  is  under  rotary  valve? 

A.     Train  pipe  and  equalizing  reservoir  air. 

95.  Q.  The  rotary  valve  becomes  a  divider  be- 
tween what  airs? 

A.  Between  main  reservoir  and  train  pipe,  also 
main  reservoir  and  equalizing  reservoir. 

90.  Q.  What  is  the  divider  between  equaling  res- 
ervoir and  train  pipe  air? 

A.     The  equalizing  piston. 

97.  Q.     What  air  is  on  top  of  the  equalizing  pis- 
ton? 

A.     Equalizing  reservoir  air. 

98.  Q.     What  air  is  under  the  piston  ? 
A.     Train-pipe  air. 

99.  Q.     Do  you  understand  the  equalizing  reser- 
voir air  now  becomes  an  individual  pressure? 

A.  Yes,  the  equalizing  reservoir  air  is  an  indi- 
vidual. When  the  handle  is  in  No.  1  OP  No.  2  posi- 
tion it  is  not. 

19 


100.  Q.     What  prevents  the  train-pipe  air  from 
discharging  to  the  atmosphere,  through  ports  in  the 
valve,  when  the  handle  is  on  lap  No.  3? 

A.  Air  in  main  and  equalizing  reservoirs,  rotary 
valve  and  equalizing  piston. 

101.  Q.     Handle  of  valve  in  service  position  No. 
4.     Does  the  air,  discharging  through  the  prelimin- 
ary exhaust  port,  come  from  the  train  pipe  or  where  ? 

A.  It  comes  from  the  equalizing  reservoir,  off  of 
the  piston  (reducing  the  pressure  on  top). 

102.  Q.     What  is  the  action  of  the  piston? 
A.     It  raises  (moves  up). 

103.  Q.     What  air  moves  it  up? 
A.     Train-pipe  air. 

104.  Q.     Why  does  train-pipe  air  cause  the  pis- 
ton to  raise? 

A.  Because  the  pressure  has  been  reduced  on  the 
top  of  it ;  the  train-pipe  air  being  the  highest  pres- 
sure, naturally  the  piston  will  move  against  the 
weaker  or  lesser  pressure. 

105.  Q.     What  air  discharges? 
A.     Train-pipe  air. 

106.  Q.     How  long  does  the  train-pipe  air  dis- 
charge. 

A.  Until  reduced  a  trifle  belo\y  the  air  in  equaliz- 
ing reservoir.  (Just  enough  to  overcome  the  fric- 
tion of  the  packing  ring  in  the  piston.) 

107.  Q.     What  will  be  the  action  of  the  piston? 
A.     It  will  move  downward,  closing  the  exhaust 

port. 

108.  Q.     When  does  the  longest  discharge  occur 
from  the  .exhaust  port,  long  or  short  train? 

A.     Long  train. 

20 


109.  Q.     Then  with  practice  can  you  say  about 
how  many  cars  equipped  with  the  air  brake  you  are 
operating  ? 

A.  Yes,  by  paying  strict  attention  to  the  dis- 
charge from  the  train-pipe  exhaust,  when  a  service 
application  is  being  made. 

110.  Q.     Where   is   the   air   stored   the   engineer 
operates  when  making  a  service  application? 

A.     In  the  equalizing  reservoir  (little  drum). 

111.  Q.     How  is  the  train-pipe  air  operated? 
A.     By  the  equalizing  piston. " 

112.  Q.     On  making  a  five-pound  reduction,  when 
would  the  engineer  operate  the  most  air  long  or  short 
train  ? 

A.  There  would  be  no  difference,  as  the  air  the 
engineer  operates  is  stored  in  the  equalizing  res- 
ervoir. 

113.  Q.     When  would  the  equalizing  piston  oper- 
ate the  most  air? 

A.     In  a  long  train. 

114.  Q.     In  a  service  application,  the  engineer  does 
not  operate  the  train-pipe  air,  does  he  ? 

A.  No,  the  equalizing  piston  operates  the  train- 
pipe  air. 

115.  Q.     Is   there  any  time   you  know  of  when 
the  engineer  operates  train-pipe  air? 

A.     Yes,  on  an  emergency  application. 

116.  Q.     In   what   position   would   he   place   the 
handle? 

A.     No.  5  position. 

117.  Q.     Handle  of  valve  in  No.  5  position.    What 
communication  is  opened  in  the  valve? 

21 


A.  Large  communication  between  train  pipe  and 
atmosphere,  causing  a  sudden  reduction  of  train-pipe 
air. 

118.  Q.     Does  the  equalizing  piston  raise  and  dis- 
charge train-pipe  air  also? 

A.     No,  it  remains  seated. 

119.  Q.     Is  the  preliminary  exhaust  port  open? 
A.     Yes,  it  has  no  action  on  the  piston. 

1.20.  Q.  Does  the  black  or  white  hand  of  the 
gauge  fall  more  rapidly  on  an  emergency  applica- 
tion than  it  does  in'  service  ? 

A.  No,  the  black  or  white  hand  is  connected  to 
the  equalizing  reservoir,  the  same  preliminary  port 
being  open  in  either  application. 

121.  Q.     Do   you   understand   that   the   engineer 
operates  the  train-pipe  air  on  an  emergency  applica- 
tion ? 

A.     Yes. 

122.  Q.     How  many  exhaust  ports  has  the  West- 
inghouse  engineer's  valve? 

A.     Three. 

123.  Q.     Name  them. 

A.  Two  train-pipe  exhaust  ports  and  one  pre- 
liminary. 

124.  Q.     Why  has  the  valve  two  train-pipe  ex- 
haust ports? 

A.  As  the  brakes  can  be  operated  by  either  ap- 
plication, emergency  or  service,  to  enable  the  engi- 
neer to  operate  successfully,  each  application  must 
have  its  exhaust  port  controlled  by  its  own  feature. 

125.  Q.     How  is  the  train-pipe  exhaust  port  oper- 
ated for  an  emergency  application? 

A.     By  the  movement  of  the  rotary  valve. 

22 


126.  Q.     How  is  the  train-pipe  exhaust  port  oper- 
ated for  a  service  application? 

A.     By  the  movement  of  the 'equalizing  piston. 

127.  Q.     How   is   the   preliminary   exhaust   port 
operated  ? 

A.     By  the  movement  of  the  rotary  valve. 

128.  Q.     When  is  the  longest  discharge  obtained 
from  the  preliminary  exhaust  port? 

A.  The  discharge  is  the  same  regardless  length 
of  train,  it  is  the  train-pipe  exhaust  that  varies  in 
discharge. 

129.  Q.     When  releasing  the  brakes  on  a  light 
engine,    why   does   the   train-pipe   exhaust   blow   at 
different  times? 

A.  That  is  owing  to  the  large  volume  of  main 
reservoir  air,  feeding  the  train  pipe  (under  the  pis- 
ton) more  rapidly  than  it  does  equalizing  reservoir 
(top  of  piston). 

130.  Q.     Handle  of  valve  in  release  position  No. 

1,  the  hands  on  the  gauge  do  not  record  the  same 
pressure,  where  is  the  trouble? 

A.     The  trouble  is  in  the  gauge. 

131.  Q.     What  would  you  do? 

A.     Report  the  gauge  on  arrival  at  engine  house. 

132.  Q.     Handle  of  valve  in  running  position  No. 

2,  the  train-pipe  hand  raises  and  indicates  the  main 
reservoir  air,  what  would  you  do? 

A.  The  trouble  might  be  in  the  feed  valve,  I 
would  try  and  regulate  same ;  if  it  could  not  be  regu- 
lated, I  would  report  the  trouble  on  arrival  at  engine 
house. 

133.  Q.     How  would  you  proceed  to  regulate  the 
feed  valve? 

23 


A.  By  removing  the  cap  nut  and  backing  out 
the  adjusting  plug,  then  making  an  application,  re- 
lease the  brakes,  placing  the  handle  in  running  posi- 
tion and  noting  the  train-pipe  hand,  by  so  doing  I 
would  ascertain  if  the  trouble  was  in  the  feed  valve. 

134.  Q.     Is  there  anything  else  you  know  of  that 
would  cause  both  hands  to  record  the  same  pressure 
or  cause  black  hand  to  climb  slowly  (overcharging)  ? 

A.     Yes,  three  other  defects. 

135.  Q.     What  are  they? 

A.  Broken  body  gasket,  (left  side)  broken  case 
gasket,  (between  feed  valve  and  brake  valve)  rotary 
valve  leaking. 

136.  Q.     How  would  you  know  if  the  defect  was 
in  the  body  gasket,  rotary  valve,  or  feed  valve,  or 
case  gasket? 

A.  Lap  the  valve,  if  the  black  hand  remains  sta- 
tionery, the  defect  would  be  in  the  feed  valve  or  case 
gasket,  if  it  still  continues  to  raise,  the  defect  would 
be  in  the  rotary  valve  or  body  gasket. 

137.  Q.     How  would  you  know  if  the  defect  was 
in  the  rotary  valve  or  body  gasket? 

A.  Lap  the  valve,  if  the  black  hand  climbed  more 
rapidly,  then,  when  in  running  position,  the  trouble 
would  be  in  the  body  gasket. 

138.  Q.     Why  would  the  black  hand  climb  more 
rapidly  when  the  valve  is  lapped,  than  it  does  when 
in  running  position,  if  the  body  gasket  is  defective? 

A.  On  lapping  the  valve  the  equalizing  reservoir 
is  made  an  individual,  with  the  body  gasket  broken 
on  the  (left  side)  the  air  from  the  main  reservoir  is 
feeding  direct  into  it,  causing  the  hand  to  raise. 

139.  Q.     How  would  you  test  for  a  leaky  rotary 
valve  ? 

24 


A.  When  the  engine  is  alone,  examine  the  train- 
pipe  exhaust,  ascertaining-  if  there  is  any  air  escap- 
ing, apply  the  brakes  by  making  a  reduction  of  about 
ten  pounds,  close  the  double-heading  cock,  examine 
the  train-pipe  exhaust  again,  if  the  air  is  escaping 
more  than  it  did  on  the  first  examination,  the  rotary 
valve  is  leaking.  The  rotary  valve  may  leak  and 
not  have  any  action  on  the  piston,  black  hand  will 
raise. 

140.  O.     Do  you  understand  a  leaky  rotary  valve 
is  one  of  the  most  dangerous  defects  there  are? 

A.     Yes,  more  so  on  a  short  .than  a  long  train. 

141.  O.     Explain  why?  . 

A.  On  making  an  application  and  lapping  the 
valve,  if  the  rotary  valve  leaks  it  will  allow  air  from 
the  main  reservoir  to  leak  into  the  train  pipe,  in- 
creasing it,  releasing  some  or  all  of  the  brakes,  caus- 
ing another  application  to  be  made,  finally  the  air 
in  the  auxiliary  reservoir  will  be  exhausted. 

142.  Q.     Why  will  a  leaky  rotary  valve  show  its 
defect  quicker  on  a  short  train  than  it  does  on  a  long 
one? 

A.  Where  the  brakes  are  in  same  condition,  there 
is  less  leakage  and  volume  to  supply  in  a  short  train, 
therefore  any  leakage  from  main  reservoir  in  the 
train  pipe  would  increase  the  pressure  more  rapidly. 

143.  Q.     When  a  leaky  rotary  valve  occurs,  and 
you  are  compelled  to  take  the  engine,  what  can  be 
done  to  take  the  train  with  safety? 

A.  Create  a  leakage  of  train-pipe  air  equivalent 
to  leak  in  rotary  valve. 

144.  Q.     What  would  you  do  on  arrival  at  a  ter- 
minal ? 

A.     Report  the  valve. 

25 


145.  Q.  Whenever  the  double-heading  cock  has 
been  closed,  what  would  you  do? 

A.  Make  an  application  and  examine  the  brakes 
on  the  engine  to  see  if  they  apply  and  release,  for 
with  this  cock  closed  I  cannot  operate  the  brakes. 

14f>.  Q.  Handle  of  valve  in  lap  position  No.  3, 
black  hand  is  falling  (dropping  back).  The  equal- 
izing piston  is  raising  discharging  train-pipe  air, 
what  is  the  trouble? 

A.  Leakage  of  air  in  equalizing  reservoir  or  pipe 
leading  to  black  hand. 

147.  Q.     Handle  of  valve  in  lap  position  No.  3, 
black  hand   is   falling    (dropping  back),   equalizing 
piston  remains  seated,  what  does  that  indicate? 

A.     Leakage  of  train-pipe  air. 

148.  Q.     The  black  hand  is  connected  to  the  train 
pipe,  is  it  not? 

A.  No,  it  is  ^  connected  to  the  equalizing  reser- 
voir. 

149.  Q.     Why   should   leakage   of   train-pipe   air 
cause  the  hand  to  fall  ? 

A.  It  falls  back,  as  air  in  the  equalizing  reservoir 
is  leaking  by  the  joint  in  the  packing  ring  of  the 
equalizing  piston. 

150.  Q.     Air  gauge  registering  standard  pressure. 
On  making  an  application  handle  in  service  position 
No.  4,  air  discharging  freely  through  the  prelimin- 
ary exhaust,  black  hand  on  gauge  remains  .station- 
ery,  equalizing   piston    fails   to   raise,   what   is   the 
trouble  ? 

A.  The  body  gasket  is  broken  on  the  right  side 
or  the  packing  ring  of  equalizing  piston  is  loose  or 
broken. 

26 


151.  O.     Would  the  action  of  the  valve  be  the 
s'ime   if   the   body   gasket   was   broken   on   the   left 
side  ? 

A.  The  action  of  the  valve  would  be  the  same, 
hand  on  the  gauge  would  act  different. 

152.  O.     How  -would  the  hand  on  the  gauge  act? 
A.     If  the  body  gasket  was  broken  on  the  left 

side  there  would  be  communication  between  the  main 
reservoir  and  top  of  equalizing  piston  having  a  ten- 
dency to  overcharge  when  in  running  position.  On 
lapping  the  valve,  the  hand  on  the  gauge  would 
raise. 

153.  Q.     Explain  why  a  broken  gasket  or  defec- 
tive packing  ring  interferes  with  action  of  the  equal- 
izing piston? 

A.  It  partly  or  wholly  destroys  the  individual 
feature  of  the  valve,  annulling  or  retarding  the  ac-- 
tion  of  the  equalizing  piston. 

154.  O.     Handle  of  valve  in  service  position  No. 
I,  hand  on  gauge  recording  reduction  made,  equaliz- 
ing piston  fails  to  operate,  what  is  the  trouble? 

A.     Equalizing  piston  struck. 

155.  O.     Plow  would  you  apply  the  brakes? 

A.  Place  the  handle  on  position  No.  5  (about 
the  width  of  handle  spring),  allowing  it  to  remain 
there  until  I  would  feel  the  brakes  apply,  the  appli- 
cation being  sufficient  I  would  lap  the  valve  very 
slowly. 

156.  Q.     Why  should   the  valve  be  lapped  .very 
slowly  ? 

A.  If  the  valve  was  lapped  quickly,  train-pipe 
air  would  surge,  releasing  some  of  the  brakes  on  the 
head  end  (if  the  train  was  long),  causing  the  train 
to  part. 

27 


157.  Q.     Would  the  valve   have   to  be  operated 
more  carefully  in  a  long  train? 

A.  Yes,  the  surging  of  train-pipe  air  would  be 
greater. 

158.  Q.     Why  can  the  brakes  be  applied  by  mov- 
ing the  handle  on-  No.  5  position  when  they  cannot 
be  set  in  service  No.  4? 

A.  The  operator  then  operates  the  train-pipe  air, 
in  service  he  only  operates  the  equalizing  reservoir 
air  and  the  piston  operates  the  train-pipe  air  for  him. 

159.  Q.     On   making   an   application,   handle   of 
valve  on  lap,  should  the  equalizing  piston  fail  to  seat, 
what  would  be  the  defect? 

A.  There  might  be  a  piece  of  scale  on  the  valve 
seat  or  piston  dirty,  or  leak  in  equalizing  reservoir 
or  gauge  pipe. 

160.  Q.     What  would  you  do? 

A.  Make  another  slight  reduction,  causing  the 
piston  to  lift  again,  allowing  the  scale  to  be  blown 
off  if  possible,  at  times,  tapping  the  valve  will  cause 
the  piston  to  seat,  when  there  is  a  leak  in  the  equal- 
izing reservoir,  tapping  or  reductions  will  not  cause 
the  piston  to  seat,  the  leak  must  be  found  and  re- 
paired. 

101.  Q.  When  does  a  slight  leak  in  the  equaliz- 
ing reservoir  or  gauge  pipe  show  the  defect  quick- 
est, engine  light  or  coupled  to  a  train? 

A.     Coupled  to  a  train. 

162.  Q.  Is  it  possible  to  have  a  slight  leak  in  the 
equalizing  reservoir  or  gauge  pipe  with  a  light  en- 
gine, and  not  be  noticeable  and,  when  engine  is  coup- 
led to  the  train  the  defect  shows. 

A.     Yes,  that  is  due  to  train-pipe  volume. 

28 


163.  Q.  On  making  a  service  application,  the 
black  hand  does  not  record  the  reduction,  what  is 
the  trouble? 

A.     Friction  in  gauge,  plugged  pipe  or  hand  loose. 

1G4.  Q.  What  is  the  time  required  to  discharge 
twenty  pounds  from  the  equalizing  reservoir? 

A.  Equalizing  reservoir,  10x12  inches,  air  sev- 
enty pounds,  time  will  be  about  five  seconds.  Equal- 
izing reservoir,  10x14^  inches,  air  seventy  pounds, 
time  will  be  about  six  and  two-fifth  seconds. 

165.  Q.     At  one  hundred  and  ten  pounds  pressure 
what  is  the  time? 

A.  Equalizing  reservoir,  10x14*^  inches,  time  to 
discharge  20  pounds,  will  be  about  four  and  one- 
fifth  seconds. 

166.  Q.     How  would  you  proceed  if  both  gauge 
pipes  were  broken? 

A.     Blind  them,  run  without  a  gauge. 

167.  Q.     If  the  low  duplex  governor  pipe   was- 
broken  ? 

A.     Blind  it. 

168.  Q.     If  the  high  duplex  governor  was  broken  ? 
A.     Blind  it  and  govern  the  pump  by  the  throttle 

valve,  when  valve  is  left  on  lap  any  length  of  time. 

169.  Q.     If  both  the  duplex  governor  pipes  were 
broken  ? 

A.  Blind  them  and  govern  the  pump  by  the 
throttle  valve. 

170.  Q.     How  would  you  proceed  if  the  pipe  lead- 
ing to  tffe  equalizing  reservoir  was  broken? 

A.  Blind  its  connection  at  the  engineer's  valve, 
also  blind  train-pipe  exhaust  (elbow).  ' 

171.  Q.     Why  do  you  blind  train-pipe  exhaust? 

29 


A.  Because  the  equalizing  reservoir  stores  the 
volume  of  air  to  operate  the  piston  and  with  it 
blinded  the  volume  would  be  to  small  to  operate  it,  as 
soon  as  valve  was  placed  in  No.  4  position,  the  small 
volume  would  discharge,  piston  raising,  discharg- 
ing too  great  a  volume  from  train  pipe,  causing  the 
application  to  be  too  great. 

172.  Q.     How  do  you  do  the  braking  with  the 
exhaust  you  speak  of  closed? 

A.  Same  as  I  would  if  the  equalizing  piston  was 
stuck. 

173.  Q.     Where  is  the  emergency  position;  ex- 
treme right? 

A.  No.  5  emergency  position  commences  when 
handle  spring  climbs  the  shoulder,  leaving  service 
No.  4. 

174.  Q.     What  causes  a  valve  to  handle  hard  soon 
after  it  has  been  lubricated? 

A.  Usually  the  seat  of  the  rotary  valve  is  a  trifle 
high  at  the  edge. 

175.  Q.     How  would  you  proceed  if  the  feed  valve 
was  broken? 

A.  Use  a  blind  between  feed  valve  and  body  of 
engineer's  valve,  run  the  handle  in  release  position 
No.  1,  throttle  the  pump,  so  as  not  to  overcharge 
train  pipe.  When  making  an  application  run  the 
pump  faster  to  accumulate  the  excess  air,  that  1 
would  be  in  condition  to  release  the  brakes  when 
required. 

170.  Q.  How  would  you  proceed  if  both  gauge 
and  governor  pipes  were  broken? 

A.     Blind  them. 

177.  Q.  •  Would  you  not  be  afraid  of  overcharg- 
ing the  train  pipe? 

30 


A.     No,  the  feed  valve  has  not  been  disturbed. 

178.  O.     What  is  the  advantage  of  a  slide  valve 
feed  valve  over  the  old-style  feed  valve? 

A.  First,  the  port  is  operated  by  a  slide  valve  in- 
stead of  a  pocket  valve,  which  is  not  so  apt  to  leak ; 
second,  the  diaphragm  is  metal  instead  of  rubber, 
which  makes  it  more  durable;  third,  there  being  a 
more  rapid  feed  until  it  has  supplied  the  number 
of  pounds  it  is  set  for,  while  with  the  old  style  valve 
the  feed  was  rapid  until  the  pressure  reached  about 
fifty-five  pounds ;  piston  then  commenced  to  move, 
supply  valve  following,  reducing  the  feed. 

179.  Q.     Do  you  understand  the  operation  of  the 
slide  valve  feed  valve? 

A.     Yes. 

180.  Q.     Explain. 

A.  When  the  handle  is  in  running  position  No. 
2,  the  main  reservoir  air  has  direct  communication  to 
the  chamber  of  the  small  slide  valve  and  inner  side 
of  piston  (when  main  reservoir  air  has  been  accumu- 
lated to  about  five  pounds),  moving  it  outward,  com- 
pressing the  spring,  moving  slide  valve,  opening  port 
between  main  reservoir  and  train  pipe,  the  train-pipe 
air  being  in  constant  communication  with  inner  side 
of  diaphragm,  the  diaphragm  touching  the  stem  of 
regulating  valve  (this  valve  is  off  its  seat),  allow- 
ing a  small  communication  to  be  opened  between 
outer  side  of  (slide  valve)  piston  and  the  train  pipe 
(top  of  diaphragm).  When  the  train-pipe  air  has 
reached  the  pressure,  which  the  valve  is  set  for,  it 
moves  the  diaphragm  (against  the  power  of  the 
spring),  causing  regulating  valve  to  seat,  the  air  in 
chamber  (outer  side  of  piston)  can  no  longer  escape 
to  the  train  pipe,  it  equalizes  with  main  reservoir  air, 

31 


spring  reacting  moving  piston   and   valve   inward, 
closing  port  between  main  reservoir  and  train  pipe. 

181.  Q.     Explain  the  operation  of  the  old-style 
feed  valve? 

A.  When  the  handle  is  in  running  position  No. 
2,  main  reservoir  air  has  direct  communication  to 
chamber  of  supply  valve,  the  supply  valve  being  of? 
its  seat,  air  feeds  direct  to  the  diaphragm,  then  to  the 
train  pipe.  When  the  train-pipe  air  reaches  the 
pressure  which  the  valve  is  set  for,  it  moves  the 
diaphragm  against  the  power  of  the  regulating 
spring,  the  supply  valve  follows,  closing  the  port 
between  main  reservoir  and  train  pipe. 

182.  Q.     What  is  the  difference  between  the  oper- 
ating parts  of  the  D-8  valve  and  the  present  G-6  ? 

A.  The  D-8  valve  has  no  warning  port.  In  run- 
ning position  the  communication  is  indirect,  excess 
air  must  be  obtained  before  port  is  opened  between 
main  reservoir  and  train  pipe,  the  port  being  one- 
fourth  inch  instead  of  five-sixteenth,  while  in  the 
G-6  this  communication  is  about  direct.  The  opera- 
tion is  the  same  in  3,  4  and  5  positions,  except  pre- 
liminary exhaust  port  is  closed  in  No.  5  position. 

183.  Q.     How  is  the  excess  pressure  regulated  in 
the  D-8  valve? 

A.     By  the  excess  pressure  valve  spring. 

184.  Q.     If  there  is  more  excess  required,  would 
the  spring  be  strengthened  or  weakened? 

A.     Strengthened. 

185.  Q.     Can  the  excess  pressure  valve  be  taken 
out? 

A.  Yes.  Place  the  handle  in  No.  4  position,  ex- 
hausting the  air;  remove  the  valve,  clean  or  repair 
as  is  necessary. 

32 


18G.  Q.     How  is  the  train-pipe  air  regulated? 
A.     By  the  pump  governor. 

187.  Q.     Handle  in  what  position? 
A.     Release  No.  1  and  running  No.  2. 

188.  Q.     How  about  lap  No.  3  ? 

A.     The  pump  governor  is  cut  out  on  lap. 

189.  Q.     In  what  position  is  the  handle  usually 
carried  when  running? 

A.     Release  position. 

190.  Q.     Why  do  you  carry  it  there? 

A.  Because  when  the  handle  is  in  running  posi- 
tion at  different  times  the  brakes  apply. 

191.  Q.     What  causes  the  brakes  to  apply  at  dif- 
ferent times? 

A.     Leakage  of  train-pipe  air. 

'192.  Q.  Why  don't  the  leakage  of  train-pipe  air 
cause  the  brakes  to  apply  in  release  position? 

A.  In  release  position  there  is  direct  communi- 
cation between  main  reservoir  and  train  pipe.  In 
running  position  there  is  not  any  until  the  excess 
pressure  has  been  obtained  in  main  reservoir. 

193.  Q.     Then  the  handle  cannot  be  carried  in 
running  position,  when  there  are  leaks  in  train  pipe, 
can  it? 

A.     Yes. 

194.  Q.     How  can  it  be  carried  there? 

A.  By  moving  the  handle  from  running  position 
to  release  back  and  forth  until  the  excess  pressure 
has  been  accumulated  in  main  reservoir,  it  then  will 
force  the  excess  pressure  valve  from  its,  seat,  open- 
ing communication  between  main  reservoir  and  train 
pipe. 

33 


195.  Q.     What  is  the  defect  when  the  excess  pres- 
sure cannot  be  maintained  in  running  position? 

A.     Excess  pressure  or  rotary  valve  leaking. 

196.  Q.     How  can  you  tell  a  leaky  rotary  valve 
from  a  leaky  excess  pressure  valve? 

A.     By  lapping  the  valve,  if  the  black  hand  does 
not  rise  the  trouble  is  in  the  excess  pressure  valve 
'  (if  it  rises  it  is  in  the  rotary  valve). 

197.  Q.     Is  it  possible  for  the  rotary  and  excess 
pressure  valve  to  be  tight  and  yet  not  maintain  the 
excess  pressure  in  running  position? 

A.  Yes,  there  may  be  slack  motion  in  the  valve 
handle,  spring  or  positions  defective. 

NEW  YORK 

POSITIVE  DISCHARGE.     ENGINEER'S  BRAKE  VALVE. 

198.  Q.     What  is  it  used  for? 

A.  For  the  same  purpose  as  other  brake  com- 
pany's. 

199.  Q.     Is  it  a  rotary  or  pull  movement? 

A.  It  is  a  pull  movement,  operating  a  slide 
valve. 

200.  Q.     How  many  positions  has  the  valve? 

A.  There  are  nine  positions  on  the  rack  (quad- 
rant), which  the  handle  can  be  placed  in. 

201.  Q.     Name  the  positions? 

A.  Release  No.  1,  running  No.  2,  lap  No.  3  ;  ser- 
vice positions  are  4,  5,  G,  7  and  8  ;  No.  9  is  quick  ac- 
tion, used  for  an  emergency. 

202.  Q.     What  communication  is  there  in  release 
position  No.  1  ? 

A.  Direct  between  main  reservoir  and  train  pipe, 
and  between  valve  head  cap  and  atmosphere. 

34 


203.  Q.     Is  there  a  supplementary  reservoir  con- 
nected with  the  valve? 

A.     Yes. 

204.  Q.     What  is  its  duty? 

A.  To  store  the  volume  of  air  which  is  used  to 
operate  the  piston. 

205.  Q.     How    is    the    supplementary    reservoir 
charged  in  the  latest  valve,  1902  model? 

A.  From  the  train-pipe  air,  by  means  of  a  port 
through  the  piston. 

206.  Q.     If  the  handle  is  left  in  release  position 
until  the  system  is  charged,  what  pressure  will  the 
gauge  register? 

A.     Train-pipe  air. 

207.  Q.     Why  so? 

A.  Because  the  governors  connection  is  made  to 
the  train  pipe. 

208.  Q.     What  is  the  proper  position  to  carry  the 
handle  in  while  running? 

A.     Running  position  No.  2. 

209.  Q.     What  communication  is  there  in  running 
position  ? 

A.  Not  any,  until  the  excess  air  has  been  ob- 
tained in  the  main  reservoir. 

210.  Q.     How  does  the  excess  air  form  communi- 
cation between  the  main  reservoir  and  train  pipe? 

A.  When  the  excess  air  has  been  obtained,  it 
forces  the  excess  valve  from  its  seat  against  the 
power  of  the  spring,  opening  the  port  between  main 
reservoir  and  train  pipe. 

211.  Q.     Does   the  same   communication   remain 
between  train  pipe  and  supplementary  reservoir? 

A.  Yes,  if  it  is  necessary  to  charge  supplement- 
ary reservoir. 

35 


212.  Q.     With  the  handle  on  lap  position  No.  3, 
what  communication  is  there? 

A.  Not  any,  all  ports  are  closed,  except  exhaust 
port  from  valve  head  (or  cap). 

213.  Q.     What  closes  the  ports? 
A.     Slide  valve. 

214.  Q.     What  is  the  divider  between  main  reser- 
voir and  train  pipe? 

A.     Slide  valve. 

215.  O.     The  handle  is  moved  to  the  next  posi- 
tion, which  is  classed  as  one  of  the  service  positions 
(No.  1  service  or)  fourth  position  of  the  valve,  what 
communication  is  there? 

A.  The  train  pipe  is  opened  direct  to  the  atmos- 
phere through  a  graduated  port. 

216.  Q.     How  long  does  this  port  remain  open  ? 
A.     It  .will  remain  open  until  piston  has  moved 

inward  and  the  air  in  supplementary  reservoir  has 
been  reduced  (by  expansion)  equivalent  to  reduc- 
tion made  in  train  pipe. 

217.  Q.     What  reduction  has  been  made  of  train- 
pipe  air? 

A.     About  five  pounds. 

218.  Q.     What  is  the  divider  between  supplement- 
ary reservoir  and  train-pipe  air?- 

A.     Piston. 

219.  Q.     Handle  moved  to  next  position   (No.  2 
service  or),  fifth  position,  what  is  the  action? 

A.  Same  as  occurred  in  previous  service  posi- 
tion, all  the  difference,  piston  has  moved  a  trifle  more 
inward. 

220.  Q.     What  reduction  has  been  made  of  the 
train-pipe  air? 

36 


A.  About  four  pounds  more  (total  about  nine 
pounds). 

221.  Q.     Handle  moved  to  next  position  (No.  3 
service  or),  sixth  position,  what  is  the  action? 

A.  Same  as  occurred  in  previous  position,  all  the 
difference,  piston  has  moved  a  trifle  more  inward. 

222.  Q.     What  reduction  has  been  made  of  train- 
pipe  air? 

A.  About  four  pounds  more  (total  about  thir- 
teen pounds). 

223.  Q.     Handle  moved  to  next  position   (No.  4 
service  or),  seventh  position,  what  is  the  action? 

A.  Same  as  occurred  in  previous  service  posi- 
tion, all  the  difference,  piston  has  moved  a  trifle 
more  inward. 

224.  Q.     What  reduction  has  been  made  of  the 
train-pipe  air? 

A.  About  five  pounds  more  (total  about  eigh- 
teen pounds). 

225.  Q.     Handle  moved  to  next  position   (No.  5 
service  or),  eighth  position  of  the  valve,   what  is 
the  action? 

A.  Same  as  occurred  in  previous  positions,  all 
the  difference,  piston  has  moved  a  trifle  more  in- 
ward. 

226.  Q.     What  reduction  has  been  made  ? 

A.  About  five  pounds  more  (total  twenty-three 
pounds). 

227.  Q.     On  moving  the  handle  by  the   eighth 
position,  would  air  still  discharge  through  same  ser- 
vice port? 

A.  No,  the  large  train  pipe-exhaust  w.ould  be 
opened,  which  is  used  when  operating  for  ah  emer- 
gency. 

37 


228.  Q.     The  handle  would  be  in  what  position? 
A.     No.  9  emergency. 

229.  Q.     Where  is  the  emergency  position? 

A.  The  emergency  position  commences  when 
handle  is  moved  beyond  eight,  but  is  not  open  in 
full  until  it  reaches  No.  9  extreme  end. 

230.  Q.     Has  the  piston  moved  the  extreme  travel 
when  handle  is  in  No.  8  position? 

A.     Yes. 

213.  Q.     Explain  why? 

A.  The  piston  does  not  make  two  moves  to  each 
reduction,  it  simply  makes  one,  that  being  an  inward 
move  and  so  on  until  it  has  traveled  the  extreme 
length. 

232.  Q.     How  much  air  is  in  the  supplementary 
reservoir  ? 

A.     Same  as  in  the  train  pipe. 

233.  Q.     Was  any  of  the  air  in  the  supplementary 
reservoir  discharged? 

A.     No. 

234.  Q.     What  caused  the  reduction  ? 

A.  The  reduction  was  caused  by  expansion,  pis- 
ton moving  inward,  increasing  size  of  space. 

235.  Q.     Which  side  of  the  piston  is  train-pipe 
air? 

A.     Inner  side. 

236.  Q.     Which  side  is  supplementary  reservoir 
air? 

A.     Outer  side. 

237.  Q.     When  applying  the  brakes,  the  piston 
becomes  the  divider  between  what  pressures? 

A.     Supplementary  reservoir  and  train-pipe  airs. 


238.  Q.     How  is  the  train-pipe  air  operated  (ser- 
vice application)  ? 

A.     By  the  engineer. 

239.  Q.     How    is    the    train-pipe    exhaust    port 
opened  (service  application)? 

A.     By  the  engineer. 

240.  Q.     How  is  the  train-pipe  exhaust  port  closed 
(service  application)  ? 

A.  It  is  closed  automatically  by  the  movement  of 
the  piston,  which  acts  on  a  lever,  the  lever  operat- 
ing a  small  graduating  slide  valve,  closing  the  ex- 
haust port  in  main  slide  valve. 

241.  Q.     When  will  the  piston  move  back  to  nor- 
mal position? 

A.  Whenever  the  handle  of  valve  is  placed  in 
lap,  running  or  release  position. 

242.  Q.     Why  so? 

A.  As  in  anyone  of  the  three  positions  men- 
tioned, the  exhaust  port  is  opened  from  outer  side 
of  piston  (supplementary  reservoir  air)  to  the  at- 
mosphere, reducing  the  pressure,  train-pipe  air  now 
being  greater,  moves  the  piston  back  to  normal  posi- 
tion. 

243.  Q.     Does  all  the  air  of  supplementary  reser- 
voir exhaust? 

A.  No.  At  the  outward  movement  of  piston  its 
valve  seats  on  the  head  (or  cap)  closing  the  port  be- 
tween it  (piston)  and  the  atmosphere. 

244.  Q.     In  operating,  making  an  application,  the 
handle  is  not  moved  back  to  lap,  same  as  in  West- 
inghouse  valve,  is  it? 

A.     No. 

245.  Q.     Why  not? 

39 


A.  If  the  handle  is  moved  back  to  lap  it  will 
close  the  exhaust  port  and  brakes  will  not  apply. 

246.  Q.     How  should  the  valve  be  operated  to 
make  a  reduction  (service  application)? 

A.  Whenever  a  service  .application  is  required, 
the  handle  should  be  moved  to  any  one  of  the  ser- 
vice positions  (if  nine  pounds  was  required,. second 
notch),  allowing  it  to  remain  in  that  position,  the 
piston  will  move  and  automatically  close  the  exhaust 
port  from  the  train  pipe. 

247.  Q.     In  what  position  would  the  handle  be 
placed   to   make   a   continuous   reduction   of   about 
twenty-three  pounds  ? 

A.  In  (No.  5  service  or)  eighth  position  of  the 
valve. 

248.  Q.     On  making  a  five-pound  reduction,  han- 
dle in  (first  service  or)  fourth  position  of  the  valve, 
the  exhaust  from  train  line  has  ceased   (indicating 
the  piston  has  moved  inward,  closing  the  exhaust 
port),  can  the  handle  be  moved  back  to  lap? 

A.     Yes. 

249.  Q.     What  is  the  action  of  the  piston? 

A.  The  exhaust  port  is  opened  from  the  outer 
side  of  piston  to  the  atmosphere,  the  train-pipe  air 
on  the  opposite  side,  moves  piston  back  to  normal 
position,  ready  for  another  reduction  in  the  same 
position. 

250.  Q.       After  making  a  five-pound  reduction, 
the  handle  is  moved  to  the  next  position  and,  there 
is  not  any  discharge  of  train-pipe  air,  what  does  that 
indicate? 

A.     Leakage  of  train-pipe  air. 

40 


251.  Q.     Then  it  can  be  ascertained  by  the  valve 
if  there  is  a  leakage  of  train-pipe  air,  without  looking 
at  the  gauge,  can  it  not? 

A.     Yes. 

252.  Q.     What  would  you  do  if  'the  gauge  pipes 
were  broken  ? 

A.     Blind  them  and  go  on. 

253.  Q.     Would  you  know,  when  operating,  how 
to  make  five,  nine  or  thirteen-pound  reduction? 

A.  Yes.  That  is  known  by  the  positions  of  the 
valve. 

254.  Q.     What   would  you   do   if   the  pipe   was 
broken  leading  to  the  supplementary  reservoir? 

A.     Blind  it. 

255.  Q.     How  would  you  operate  the  valve? 

A.  In  the  same  position  as  when  supplementary 
reservoir  was  connected,  the  only  difference  it  would 
make,  I  would  have  to  move  handle  to  lap  slowly 
closing  the  exhaust  port,  the  piston  being  inopera- 
tive (cut  out). 

256.  Q.     What  effect  will  a  leak  in  the  air  of  the 
supplementary  reservoir  have? 

A.  It  will  annul  the  action  of  the  piston,  cutting 
out  the  automatic,  closing  of  the  train-pipe  exhaust 
port  (service),  the  handle  of  valve  would  have  to  be 
lapped  slowly  to  close  the  port. 

257.  Q.     What  effect  would  a  leak  by  the  piston 
(air    of   supplementary    reservoir    leaking   to    train 
pipe)  have? 

A.  It  annuls  the  action  of  the  piston  same  as  a 
leak  in  supplementary  reservoir. 

258.  Q.     What  effect  would  a  leaky  slide  valve 
have  on  the  system? 

41 


A.  Same  effect  as  the  rotary  in  Westinghotise 
valve. 

259.  Q.     How  would  you  test  for  a  leaky  slide 
valve  ? 

A.  When  there  is  not  any  air  in  the  equipment, 
lap  the  valve,  start  the  pump,  open  the  angle  cock 
at  rear  of  tender  and  hold  hand  over  hose  coupling, 
or  place  coupling  in  pail  of  water,  if  the  water  bub- 
bles, the  slide  valve  is  leaking. 

260.  Q.     What  effect  would  a  leaky  graduating  or 
cut-off  valve  have? 

A.  It  would  cause  a  slight  blow  at  exhaust  port 
(of  valve  body),  when  application  is  on.  The  same 
as  a  slight  leak  by  the  piston  would.  There  are  times 
when  a  main  slide  valve  leaking  will  cause  the  same 
blow. 

261.  Q.     How  can  you  say  if  it  is  the  main-slide 
valve,  graduating  cut-off  valve  or  piston  leaking? 

A.  When  the  engine  is  alone,  place  handle  of 
valve  in  emergency  position,  when  all  air  has  been 
exhausted  from  train  pipe,  place  handle  back  to  lap, 
if  the  valve  still  blows  at  the  train-line  exhaust,  it 
is  the  main-slide  valve  leaking. 

262.  Q.     How  many  exhaust  ports  has  the  valve? 
A.     Three. 

263.  Q.     Name  them? 

A.  One  supplementary  and  two  train-pipe  ex- 
hausts. 

264.  Q.     Why  has  the  valves  two  train-pipe  ex- 
hausts? 

A.  As  the  brakes  can  be  operated  either  by  an 
emergency  or  service  application,  to  enable  the  en- 
gineer to  operate  successfully  each  application,  each 

42 


application  must  have  its  exhaust  controlled  by  its 
own  feature. 

265.  Q.     What  feature  does  the  excess  pressure 
valve  and  spring  control? 

A.     Same  as  in  Westinghouse  D-8  valve. 

266.  Q.     What  causes  the  valve  to  work  hard? 
A.     Lack  of  lubrication,  either  of  slide  valve  or 

handle  shaft. 

267.  Q.     Can  you  lubricate  the  slide-valve   seat 
without  taking  valve  apart? 

A.  Yes.  When  there  is  no  pressure  accumulated 
on  engine,  the  two  oil  plugs  (in  slide-valve  cap) 
can  be  removed  and  a  few  drops  of  valve  oil  dropped 
in  on  the  seat.  Replacing  the  plugs.  Then  work 
the  handle  back  and  forth  before  the  pump  is  started. 

PUMP  GOVERNOR 

268.  Q.     Where  is  it  located? 

A.     In  the  steam  line  near  the  pump. 

269.  Q.     What  is  its  duty? 
A.     To  govern  the  pump. 

270.  Q.     Does  it  govern  the  volume  of  steam  re- 
quired to  run  the  pump? 

A.  No.  It  simply  opens  and  closes  the  steam 
passage  way. 

271.  Q.     How  is  the  volume  of  steam  regulated? 
A.     By  the  throttle  valve  (globe  valve). 

272.  Q.     To  what  air  is  the  single  governor  top 
connected  in  the  G-6  valve? 

A.     Main  reservoir  air. 

273.  Q.     To  what  air  is  the  duplex'  high-speed 
governor  tops  connected  in  the  G-6  valve? 

A.     Main  reservoir  air. 

43 


274.  Q.     To  what  air  is  the  duplex  governor  tops 
connected  ? 

A.     Both  to  the  main  reservoir  air. 

275.  Q.     How  can  this  governor  be  duplexed  by 
the  operation  of  the  engineer's  valve? 

A.  The  high  pressure  governor  top  is  connected 
direct  to  the  main  reservoir  air  and  cannot  be  cut  out 
by  the  operation  of  the  valve,  the  other  is  connected 
indirect  by  drilling  and  tapping  into  the  air  passage, 
between  the  rotary  valve  seat  and  joint  of  feed  valve, 
when  handle  is  in  running  position  there  is  main  res- 
ersoir  air  in  this  passage,  handle  being  lapped,  com- 
munication between  main  reservoir  and  this  passage 
is  cut  off,  which  cuts  out  the  operation  of  the  low 
pressure,  cutting  in  the  high  pressure  governor  top. 

276.  Q.     How   is   the   high-speed   governor   du- 
plexed. 

A.  By  operating  the  cock  located  in  the  small- 
branch  pipe,  leading  to  the  low  pressure  governor  top. 

277.  Q.     What  is  the  normal  position  of  steam 
and  diaphragm  valve? 

A.  The  steam  valve  is  unseated,  steam  port 
open,  diaphragm  valve  seated,  air  port  closed. 

278.  Q.     How  is  the  steam  valve  opened? 

A.     By  the  coil  spring  located  under  its  piston. 

279.  Q.     How  is  the  diaphragm  valve  seated? 
A.     By  the  tension  of  (regulating)   spring. 

280.  Q.     Explain  the  operation  of  the  governor? 
A.     Steam   valve   being   opened   on   starting   the 

pump,  steam  passes  direct  into  the  pump,  when  the 
pump  has  accumulated  the  pressure  of  air  which  the 
governor  is  set  for  (the  air  being  under  diaphragm) 
it  raises  the  diaphragm  unseating  its  valve,  feeding 

44 


to  the  top  of  steam  piston,  moving  same  down,  seat- 
ing steam  valve,  shutting  off  pump. 

281.  Q.     Does  the  pump  shut  off  entirely? 
A.     No,  it  is  reduced  to  a  very  slow  motion. 

282.  Q.     Where  is  the  port  located  that  causes  the 
slow  motion  ? 

A.  It  is  a  small  port  drilled  through  the  steam 
valve,  for  the  purpose  of  admitting  steam  to  the 
pump  to  keep  it  in  motion  when  the  maximum  pres- 
sure has  been  obtained. 

283.  Q.     How  is  the  pump  started  to  normal  speed 
again  ? 

A.  Whenever  the  pressure  is  reduced  (which  the 
governor  is  connected  to),  the  air  pressure  being 
under  diaphragm  is  reduced,  the  regulating  spring 
re-acts,  moving  diaphragm  down,  seating  its  valve, 
closing  the  port  to  the  steam  piston,  air  that  is  on 
top  of  steam  piston  escaping  to  the  atmosphere 
through  small  relief  port.  The  piston  moves  up- 
ward, unseating  steam  valve. 

284.  Q.     What  moves  the  piston  upward  ? 

A.  Its  coil  spring,  assisted  by  steam  pressure 
under  its  valve. 

285.  Q.     Can  you  say  if  the  diaphragm  valve  is 
leaking  ? 

A.  Yes,  air  will  be  continually  escaping  at  the 
relief  port. 

286.  Q.     Where  is  the  small  relief  port  located? 
A.     Just  above  the  nipple  thread  in  the  governor 

top. 

287.  Q.     What  advantage  is  obtained  by^  the  relief 
port? 

A.  It  assures  a  prompt  (starting)  action  of  the 
governor. 

45 


288.  Q.     The  relief  port  should  always  be  open, 
should  it  not? 

A.     Yes. 

289.  Q.     What  would  be  the  action^  if  the  port  was 
plugged? 

A.  At  the  seating  of  the  diaphragm,  the  air  in  the 
cylinder  would  have  to  escape  by  the  packing  in  the 
piston,  if  the  packing  ring  be  of  good  fit,  the  pump 
would  be  quite  tardy  in  starting. 

290.  Q.     Is  there  a  vent  port  in  the  governor? 
A.     Yes,  that  is  located  in  the  body  and  usually 

has  a  pipe  attached  to  it. 

291.  Q.  At  times  the  pipe  gets  plugged  (filled 
with  gum,  dirt  or  ice),  how  will  the  governor  then 
act? 

A.     The  governor  will  not  shut  off  the  pump. 

292.  Q.     Why  not? 

A.  Steam  will  accumulate  under  the  piston  and 
prevent  air  pressure  from  moving  same  down. 

293.  Q.     What  should  be  done? 

A.  Clean  out  the  pipe  or  disconnect  same  at  its 
union,  if  the  pipe  is  long,  report  it  and  have  same 
shortened. 

294.  Q.     How  is  the  governor  regulated  ? 

A.  By  removing  the  cap  nut  and  operating  the 
adjusting  plug. 

295.  Q.     Which  way  would  it  have  to  be  turned 
to  increase  the  pressure? 

A.  It  has  a  right  thread,  turn  it  to  the  right  to 
increase,  vice  versa  to  decrease. 

296.  Q:     Has  the  New  York  pump  governor  a 
diaphragm  valve? 

A.  No.  The  diaphragm  forms  the  features  or 
functions  of  a  valve. 

46 


297.  Q.     What  are  the  features  of  a  New  York 
governor  in  duplexing  air  pressure? 

A.     Same  as  other  company's. 

298.  Q.     To  what  air  are  the  tops  connected? 
A.     One,   train  pipe  ;   the   other,   direct   to   main 

reservoir  air. 

299.  Q.     Has  the  New  York  a  triplex  governor? 
A.     Yes. 

300.  Q.     How  are  the  connections  made? 

A.  Two  of  the  tops  are  connected  to  the  train- 
pipe  air  and  set  for  high  and  low  pressure,  the  low 
pressure  governors'  pipe  has  a  cock  located  in  it 
and  is  closed  when  the  high  pressure  is  desired,  the 
other  .tep.  cock  is  connected  to  main  reservoir  air, 


301.  Q.     Any  other  questions  you  can  think  of 
applying  to  the  New  York  governor? 

A.  No.  Previous  questions  asked  on  the  gover- 
nor will  apply  to  same. 

302.  Q.     What  should  be  done  if  the  governor 
pipe    connecting    to    the    train-pipe    air    should    be 
broken   (triplex  system)  ? 

A.  Blind  the  connections  and  regulate  the  gover- 
nor connected  to  the  main  reservoir  to  the  train-pipe 
air,  plus  the  excess  and  be  careful  not  to  carry  the 
handle  in  release  position. 

303.  Q.     What  should  be  done  if  it  was  the  duplex 
governor  ? 

A.     Handle  the  defect  the  same. 

304.  Q.     What  should  be  done  if  it  was  the  single 
governor  ? 

A.  Blind  the  connection  and  regulate  the  pump 
by  the  globe  valve. 

47 


DOUBLE   HEADING 

305.  Q.     What  is  the  meaning  of  double  heading? 
A.     Two  or  more  locomotives,  coupled  together, 

or  separated,  hauling  the  same  train. 

306.  Q.     Can  the  pump,  on  all  locomotives  be  used 
to  charge  the  equipment? 

A.     Yes. 

309.  Q.  After  the  equipment  has  been  charged, 
what  should  be  done? 

A.  The  double-heading  cock  should  be  closed  on 
all  locomotives  except  the  leading  one  and,  handle 
of  the  valve  placed  in  running  position. 

308.  Q.     Where  is  the  cock  you  speak  of  located? 
A.     In  the  train  pipe,  just  below  the  engineer's 

valve. 

309.  Q.     What  is  the  position  of  the  handle  when 
closed? 

A.  In  line  with  pipe. 
310..  Q.  When  open? 
A.  Cross  wise. 

311.  Q.     In   what   position   should   the   cock   be 
located  ? 

A.  The  position  should  be  such  when  the  handle 
is  operated  for  closing,  it  should  move  upward. 

312.  Q.     Can   the   leading   engineer   operate   the 
brakes  on  all  the  locomotives  ? 

A.  Yes.  He  has  full  control  of  the  brakes  on 
all  locomotives,  same  as  he  does  on  the  cars. 

313.  Q.     What  would  be  the  result  if  this  cock 
was  left  open  on  all  the  locomotives? 

A.  Brakes  would  not  apply,  or  remain  applied, 
when  operated  by  the  leading  engineer. 

48 


314.  Q.     Why  not? 

A.  There  is  communication  between  main  reser- 
voir and  train  pipe  on  these  locomotives  where  the 
double-heading  cock  is  not  closed,  main  reservoir  air 
would  feed  into  train  pipe,  releasing  or  preventing  an 
application. 

315.  Q.     What  would  be  the  action  of  the  equaliz- 
ing piston  on  the  leading  engine? 

A.  It  would  remain  up  (unseated),  discharging 
train-pipe  air  until  double-heading  cock  was  closed 
on  rear  locomotive. 

316.  Q.     Any  way  you  know  of  the  brakes  could 
be  applied  by  the  leading  engineer? 

A.  Yes ;  by  operating  the  handle  of  the  valve  on 
No.  5  position. 

317.  Q.     Why   could   the   brakes   be   applied  by 
operating  the  handle  on  No.  5  position? 

A.  The  exhaust  port  of  train  pipe  is  larger  and 
would  discharge  more  air  than  could  feed  through 
feed  port  of  the  valves  in  running  position. 

318.  Q.     With  the  double-heading  cock  closed  on 
all  locomotives  except  the  leading  one,  can  the  engi- 
neer on  the  locomotive,  which  the  cock  is  closed  on, 
apply  the  brakes? 

A.     Yes. 

319.  Q.     What  would  have  to  be  done? 

A.  Open  double-heading  cock  and  operate  on 
No.  5  position. 

320.  Q.     Would  you  lap  the  valve? 

A.  No ;  not  until  the  train  had  come  to  a  stop, 
or  the  leading  engineer  knew  that  there  was  an  ap- 
plication being  made. 

49 


321.  Q.     Is  it  advisable  to  lap  the  valve  instead 
of  closing  the  cock  when  double  heading? 

A.     No. 

322.  Q.     Why  not,  the  engineer  of  the  leading 
locomotive  can  apply  the  brakes  just  the  same,  can 
he  not? 

A.  The  brakes  can  be  applied  just  the  same,  but, 
when  the  leading  engineer  wants  to  make  the  re- 
lease, the  excess  air  will  lift  the  equalizing  piston 
(of  the  valve  that  is  lapped),  discharging  to  the 
atmosphere,  preventing  the  brakes  from  being  re- 
leased. 

323.  Q.     How   would   you   run   the    New    York- 
valve,  first,  second  or  third  locomotive? 

A.     Same  as  Westinghouse. 

324.  Q.     Where  the  gauge  on  one  locomotive  rec- 
ords  a   higher   train-pipe  pressure   than   the   other, 
with  the  double-heading  cock  open  on  all  locomo- 
tives, where  is  the  trouble? 

A.  The  trouble  is  in  the  gauge.  They  want 
testing. 

LOCOMOTIVE  BRAKES 

325.  Q.     What  is  the  standard  breaking  power  of 
a  locomotive? 

A.  Usually  about  seventy-five  per  cent,  of  the 
light  weight  on  the  drivers,  trailers  and  locomo- 
tive trucks. 

326.  Q.     How  is  the  braking  power  derived? 

A.  By  means  of  certain  size  cylinders,  two  for  the 
drivers  and  (trailer)  one  for  the  truck,  the  piston 
contained  in  the  cylinder  acts  on  a  set  of  levers,  con- 
nections and  beams,  which  distributes  the  brake 
power  to  each  brake  shoe  applied  to  the  wheels. 

50 


327.  Q.     Are   all   the   brake   cylinders   the   same 
size? 

A.  No ;  the  size  of  cylinders  are  in  proportion  to 
the  light  weight  of  locomotives. 

328.  Q.     Is  a  piston  all  the  cylinders  contain  ? 
A.     No. 

329.  Q.     What  else  is  there  in  the  cylinders? 
A.     There  is  a  (cup)  leather  packer. 

330.  Q.     Where  is  the  packer  located  ? 

A.  It  is  held  in  the  front  of  the  piston  by  a  fol- 
lower, suitable  studs  and  nuts. 

331.  Q.     How  is  the  packer  held  to  the  bore  of  the 
cylinder  ? 

A.  By  a  small  steel  ring,  known  as  a  packer  ex- 
pander. 

332.  Q.     Anything  else  you  know  of  in  the  cylin- 
der? 

A.  Yes ;  a  leakage  groove,  about  three  inches 
long,  nine  sixty-fourths  inch  wide  and  five  sixty- 
fourths  inch  deep. 

333.  Q.     Why  is  the  leakage  groove  put  in  the 
cylinder  ? 

A.  To  prevent  the  brakes  from  sneaking  on  when 
there  is  a  slight  leak  of  train-pipe  air,  causing  pis- 
ton in  triple  to  move  to  applied  position. 

334.  Q.     What  moves  the  piston  back  to  release 
position  after  air  has  been  discharged  from  cylin- 
der? 

A.  There  is  a  coil  spring  located  around  the  pis- 
ton rod,  which  re-acts,  moving  the  piston  back  to 
normal  position. 

335.  Q.     How  is  the  air  pressure  of  a  locomotive 

51 


brake  controlled  when  being  admitted  to  the  brake 
cylinder  ? 

A.     By  a  plane  automatic  triple  valve. 

336.  Q.     What  is  a  triple  valve? 

A.  It  is  a  valve  having  three  functions  (operat- 
ing in  three  different  ways). 

337.  Q.     What  is  the  duty   (functions)   or  work 
which  the  triple  does? 

A.  It  operates  the  air  between  the  train  pipe 
(cross-over  pipe)  and  auxiliary  reservoir  (when 
charging),  between  the  auxiliary  and  brake  cylin- 
der (when  applying),  and  between  the  brake  cylin- 
der and  atmosphere  (when  releasing  the  brakes). 

338.  Q.     Is  there  two  triple  valves  located  on  a 
locomotive  ? 

A.     Not  necessarily. 

339.  Q.     Are  all  the  triple  valves  the  same  that 
are  used  on  the  locomotives? 

A.  No ;  triple  valves  are  made  with  ports  in  pro- 
portion to  size  of  auxiliary  reservoirs  and  brake  cyl- 
inders, the  brake  companies  have  reduced  to  two 
sizes. 

340.  Q.     Where  is  the  braking  power  for  a  loco- 
motive stored? 

A.     In  the  auxiliary  reservoir. 

341.  Q.     Are  all  the  auxiliary  reservoirs  the  same 
size  ? 

A.  No.  They  are  made  in  proportion  to  size  of 
brake  cylinder. 

342.  Q.     Is  there  a  release  (or  bleed)  cock  in  the 
auxiliary  ? 

A.     Yes.       . 

343.  Q.     What  is  it  used  for? 

52 


A.  To  release  the  brakes  on  that  vehicle  when 
excess  air  cannot  be  obtained. 

344.  Q.     How  long  should  it  be  left  open? 
A.     Until  the  triple  valve  pops. 

345.  Q.     What  does  the  pop  of  the  triple  valve 
indicate? 

A.  It  indicates  the  piston  has  moved  to  release 
position,  the  brake  is  releasing. 

346.  Q.     How  would  you  cut  the  brakes  out  on  a 
locomotive   and   still   operate   those   on   tender   and 
cars? 

A.  There  is  a  cut-out  cock  in  the  cross-over  or 
branch  pipe  for  that  purpose. 

47.  Q.  What  is  the  position  of  the  handle  when 
opened  ? 

A.     Crosswise  the  pipe. 

348.  Q.     Which  way  when  closed? 
A.     In  line  with  pipe. 

349.  Q.     When  the  brakes  are  cut  out  on  any  ve- 
hicle, what  should  be  done  with  the  auxiliary's  air? 

A.     It  should  be  exhausted. 

350.  Q.     How    can    the    auxiliary's    air    be    ex- 
hausted ? 

A.  By  opening  the  release  cock  and  leaving  it  open. 

351.  Q.     Why  should  it  be  left  open? 

A.  To  annul  any  possible  chance  of  the  brakes 
sneaking  on. 

352.  Q.     What  is  a  cross-over  or  branch  pipe? 
A.     That   is   the   pipe   connection   between   train 

pipe  and  triple  valve. 

353.  Q.     What  is  the  train  pipe  ? 

A.  The  train  pipe  extends  from  the  pilot  of  loco- 
motive to  the  rear  of  train,  united  between  locomo- 

53 


tive  and  tender  also  cars  by  means  of  flexible  hose 
and  couplings. 

354.  Q.     In  the  older  form  of  triple  valve,  where 
is  the  cut-out  cock  located? 

A.     It  is  located  in  the  triple  valve  body. 

355.  Q.     What  are  the  positions  of  the  handle? 
A.     Horizontal,  automatic  brake.  Vertical  straight 

air,  midway  between  the  two  positions  at  an  angle 
forty-five  degrees  for  cut  out. 

356.  Q.     In  the  later  class  of  this  triple,  could  the 
handle  be  turned  for  straight  air? 

A.     No ;  there  was  a  lug  cast  on  the  handle. 

357.  Q.     What  would  cause  this  class  of  triple  to 
blow  at  exhaust  port? 

A.  Two  defects,  slide  valve  or  cut-out  plug  leak- 
ing. 

358.  Q.     How  could  you  tell  one  defect  from  the 
other  ? 

A.  Set  the  brake ;  if  the  blow  continued  it  was 
in  the  slide  valve,  if  the  blow  stopped,  usually  the 
plug. 

359.  Q.     What  will  cause  the  present  triple  valve 
to  blow  at  the  exhaust  port  (where  cut-out  cock  is 
located  in  cross-over  pipe)  ? 

A.     One  defect,  slide  valve  leaking. 

360.  Q.     Name  the  valves  that  are  in  a  plain  auto- 
matic triple  valve? 

A.  Piston,  slide  and  graduating  valve  (total 
three). 

361.  Q.     On  making  a  service  reduction  of  train- 
pipe  air,  what  is  the  action  of  the  piston? 

A.  It  moves  outward  to  an  applied  position,  knob 
of  piston  touching  stem  of  graduating  spring. 

54 


362.  Q.     What  is  the  first  thing  it  does  when  mak- 
ing the  move? 

A.  Closes  the  feed  port  between  train  pipe  and 
auxiliary  reservoir,  and  at  the  same  time  dragging 
the  graduating  valve  from  its  seat. 

363.  Q.     What  is  the  second  thing  it  does? 

A.  Moving  slide  valve  and  closing  exhaust  port 
from  brake  cylinder  to  the  atmosphere. 

364.  Q.     What  is  the  third  thing  it  does  ? 

A.  Opening  admission  port  from  auxiliary  reser- 
voir to  brake  cylinder,  applying  the  brakes. 

365.  Q.     Does  the  piston  do  all  the  things  men- 
tioned in  one  move? 

A.     Yes. 

366.  Q.     How  long  does  the  port  remain  open  be- 
tween the  auxiliary  and  brake  cylinder? 

A.  That  depends  on  the  reduction  made.  If  the 
reduction  was  five  pounds  it  would  remain  open  un- 
til five  pounds  of  air  was  admitted  into  brake  cyl- 
inder from  the  auxiliary. 

367.  Q.     What  would  be  the  movement? 

A.  The  piston  would  move  inward  (back),  seat- 
ing the  graduating  valve. 

368.  Q.     What  is  the  action  of  the  piston  with 
another  reduction  of  five  pounds  (total  ten  pounds). 

A.  It  would  move  unseating  graduating  valve 
and  operate  five  pounds  more  to  the  cylinder. 

369.  Q.     What  is  the  action  with  a  reduction  of 
five  pounds  more  (total  fifteen  pounds)  ? 

A.  It  would  move  unseating  graduating  valve 
and  operate  five  pounds  more  to  the  cylinder. 

370.  Q.     The    action    with    a    reduction    of    five 
pounds  more  (total  twenty  pounds)? 

55 


A.  The  piston  would  have  the  same  action  as 
previously  described,  excepting  it  has  not  any  in- 
ward move,  the  graduating  valve  remains  unseated 
and  port  remains  open  between  auxiliary  and  brake 
cylinder. 

371.  Q.     Why  does  the  graduating  valve  remain 
unseated  ? 

A.  Because  the  brakes  are  usually  full  set  at  a 
twenty-pound  reduction. 

372.  Q.     What  is  meant  by  full  set? 

A.  The  auxiliary  reservoir's  air  has  been  ad- 
mitted to  brake  cylinder  and  the  two  vessels  have 
equalized. 

373.  Q.     When  making  a  service  application,  does 
the  piston   move   inward   and   seat   the   graduating 
valve  after  each  reduction? 

A.  After  the  air  from  the  auxiliary  reservoir  has 
been  admitted  into  the  brake  cylinder,  equivalent  to 
the  reduction  in  train  pipe,  the  piston  moves  back  and 
seats  the  graduating  valve,  doing  so  at  each  reduc- 
tion until  the  brakes  are  full  set. 

374.  Q.     Why  does  the  piston  move  back  and  seat 
the  graduating  valve? 

A.  Auxiliary  reservoir  air  reduces  a  trifle  below 
train-pipe  air,  just  enough  to  overcome  the  friction 
in  packing  ring. 

375.  Q.     What  is  the  action  of  the  piston  when  an 
excess  pressure  is  admitted  into  train  pipe  (increas- 
ing it  above  that  in  auxiliary  reservoir)  ? 

A.     Piston  moves  to  a  release  position  (normal). 

376.  Q.     What  is  the  first  thing  it  does? 

A.  Closing  admission  port  between  auxiliary  res- 
ervoir and  brake  cylinder. 

56 


377.  Q.     What  is  the  next  thing  it  does? 

A.  Moves  slide  valve,  opening  exhaust  port  to 
atmosphere,  and  opens  feed  port  between  train  pipe 
and  auxiliary  reservoir. 

378.  Q.     What  is  the  result? 

A.  Release  of  the  brakes  and  recharging  of  the 
reservoir. 

379.  Q.     What  would  be  the  result  if  the  gradu- 
ating valve  was  leaking  ? 

A.     The  brake  would  release. 

380.  Q.     Why  would  it  release? 

A.  On  making  an  application  (graduating  valve 
leaking),  air  will  continue  to  feed  from  auxiliary 
reservoir  into  brake  cylinder,  reducing  same  below 
train-pipe  air,  causing  piston  to  move  to  release  posi- 
tion, releasing  the  brakes. 

381.  Q.     On  making  a  sudden  reduction  of  train- 
pipe  air  (emergency),  what  is  the  action  of  the  pis- 
ton? 

A.  The  piston  moves  to  the  extreme  travel,  com- 
presses the  graduating  spring,  cutting  out  the  gradu- 
ating features  and  opens  a  large  port  direct  from 
auxiliary  to  brake  cylinder,  applying  the  brakes. 

382.  Q.     Are  the  same  ports  closed  as  when  oper- 
ating service? 

A.    Yes. 

383.  Q.     Is  there  any  more  braking  power  de- 
rived ? 

A.     Not  with  this  class  of  triple. 

384.  Q.     Is  the  emergency  action  any  quicker? 
A.     Yes. 

385.  What  is  the  difference  between  -the  West- 
inghouse  and  New  York  locomotive  triple? 

A.     Not  any. 

57 


38G.  Q.  When  the  locomotive  is  equipped  with 
truck  and  drive  brakes,  can  either  be  cut  out  if  they 
become  defective? 

A.  Yes,  there  are  cocks  located  in  the  pipes  for 
that  purpose. 

387.  Q.     How   many   cocks   should   be   closed   if 
either  become  defective? 

A.  Two.  One  near  the  auxiliary  reservoir,  the 
other  near  the  brake  cylinder. 

TENDER  BRAKE 

388.  Q.     What  is  the  braking  power  of  a  tender  ? 
A.     At  the  present  time  about  one  hundred  per 

cent,  of  the  light  weight. 

389.  Q.     How  is  the  braking  power  derived? 
A.     By  the  same  method  as  on  a  locomotive. 

390.  Q.     Are  all  the  brake  cylinders  the  same  size? 
A.     No ;  the  size  of  cylinder  is  in  proportion  to  the 

light  weight  of  tender. 

391.  Q.     How  is  the  air  pressure  controlled  when 
being  admitted  to  the  cylinder  ? 

A.     By  a  triple  valve. 

392.  Q.     How  many   kinds  of  triple  valves  are 
there  used  for  tender  equipment? 

A.     Two ;  quick  action  and  plain. 

393.  Q.     Does  the  size  of  brake  cylinder  govern 
the  size  of  triple  valve? 

A.     Yes. 

394.  Q.     Does  the  class  of  service  the  locomotive 
is  in  govern  the  kind  of  triple  valve   (quick  action 
or  plain)  ? 

A.     Yes.^ 

58 


395.  Q.     What  is  a  quick  action  triple  valve? 

A.  It  is  a  valve  which  operates  the  pressure  three 
different  ways,  with  an  additional  set  of  valves  for 
(accelerating)  reducing  train-pipe  air  quickly  on  an 
emergency  application  (triple  also  means  three  in 
one). 

396.  Q.     What  three  valves  are  there  in  a  triple 
(plain  or  quick  action)  ? 

A.     Piston,  slide  and  graduating. 

397.  Q.     How  can  you  distinguish  one  from  the 
other  ? 

A.  The  quick  action  triple  has  a  check  case  and 
is  usually  bolted  to  the  cylinder,  the  plain  triple  has 
no  check  case  and  is  always  fastened  to  the  auxiliary 
reservoir. 

398.  Q.     Is  the  cut-out  cock  for  each  kind  of  triple 
in  the  same  location? 

A.  With  the  quick  action  triple  and  the  late  plain 
triple,  the  cut-out  cock  is  in  the  cross-over  pipe,  it 
is  located  -in  the  triple  body  of  the  old-style  plain 
triple. 

399.  Q.     Which  way  does  the  handle  stand  when 
open? 

A.     Same  as  the  one  that  is  used  for  locomotives. 

400.  Q.     What  is  the  difference  between  the  op- 
eration of  the  quick  action  and  plain  triple  (service 
application)  ? 

A.     Not  any. 

401.  Q.     On  making  a  sudden  reduction  of  train- 
pipe  air,  what  is  the  action  of  a  plain  triple? 

A.  Same  as  the  one  that  is  applied  to  locomo- 
tives. 

59 


WESTINGHOUSE 

402.  Q.     On  making  a  sudden  reduction  of  train- 
pipe  air,  what  is  the  action  of  the  quick  action  triple  ? 

A.  The  piston  moves  to  extreme  travel,  com- 
pressing the  graduating  spring. 

403.  Q.     What  is  the  first  thing  the  piston  does 
when  making  this  move  ? 

A.  Closes  the  feed  port  between  train  pipe  and 
auxiliary  reservoir  and  at  the  same  time  dragging 
graduating  valve  from  its  seat  (same  as  when  in 
service). 

404.  Q.     What  is  the  second  thing? 

A.  Moving  slide  valve,  closing  exhaust  port  from 
brake  cylinder  to  atmosphere. 

405.  Q.     What  is  the  third  thing? 

A.  Compressing  graduating  spring,  cutting  out 
graduating  features. 

406.  Q.     What  action  takes  place? 

A.  The  opening  of  port  from  auxiliary  reservoir 
to  the  emergency  piston. 

407.  Q.     What  is  the  action  of  the  emergency 
piston  ? 

A.  The  auxiliary  air  moves  it  down  and  at  the 
same  time  unseating  the  emergency  valve. 

408.  Q.     Unseating  of  the  emergency  valve  dis- 
charging what  air? 

A.  The  volume  of  air  (between  emergency  and 
check  valve)  on  top  of  check  valve. 

409.  Q.     What  is  the  action  of  the  check? 
A.     It  raises. 

410.  Q.     What  air  raises  it? 
A.     Train-pipe  air. 

60 


411.  Q.     Where  does  train-pipe  air  discharge? 
A.     Into  brake  cylinder. 

412.  Q.     What  becomes  of  the  air  in  the  auxiliary 
reservoir? 

A.  That  follows  in  (brake  cylinder)  through  tail 
port  of  slide  valve. 

413.  Q.     Is  the  brake  power  increased? 

A.     Yes,  about  ten  pounds  or  twenty  per  cent. 

414.  Q.     What  is  the  action  or  ports  operated  in 
the  quick  action  or  plain  triples,  located  on  tenders, 
when  the  release  occurs? 

A.     Same  as  the  triple  on  the  locomotive. 

415.  Q.     Which  would  release  first,  quick  action 
or  plain  triple? 

A.     Plain  triple  has  a  tendency  to. 

416.  Q.     Why? 

A.  As  there  is  fifty  pounds  in  the  auxiliary  reser- 
voir instead  of  sixty  pounds,  which  is  obtained  in 
the  quick  action  triple. 

417.  Q.     Name  the  valves  and  pistons  in  a  West- 
inghouse  quick-action  triple. 

A.  Piston,  slide,  graduating,  emergency  and 
check  valve  and  emergency  piston. 

418.  Q.     The  braking  power  for  a  tender  is  stored 
where  ? 

A.  In  the  auxiliary  reservoir  (same  as  that  of  a 
locomotive). 

419.  Q.     Are  the  auxiliary  reservoirs  all  the  same 
size  ? 

A.  No;  they  are  governed  by  the  size  of  brake 
cylinder. 

01 


PASSENGER  AND  FREIGHT  EQUIPMENT 

420.  Q.     What  is  the 'standard  braking  power  of 
a  passenger  car? 

A.     Ninety  per  cent,  of  the  light  weight. 

421.  Q.     What  is  the  standard  braking  power  of 
a  freight  car? 

A.     Seventy  per  cent,  of  the  light  weight. 

422.  Q.     Do  you  know  of  cases  where  the  brak- 
ing power  has  been  arranged  for  ninety-five  per  cent, 
of  the  light  weight  (passenger  service)  ? 

A.     Yes,  and  good  results  obtained. 

423.  Q.     Do  you  know  of  cases  where  the  braking 
power  has  been  arranged  for  eighty  per  cent,  of  the 
light  weight  (freight  service)  ? 

A.     Yes,  with  good  results. 

424.  Q.     How  is  the  braking  power  derived  for 
a  car? 

A.     By  means  of  a  brake  cylinder,  same  as  on  a 
locomotive  or  tender. 

425.  Q.     Are  all  the  cylinders  the  same  size? 

A.     No ;  the  size  of  cylinder  is  in  proportion  to 
weight  of  car. 

426.  Q.     What  kind  of  triple  valves  are  used  in 
passenger  and  freight  service? 

A.     Quick-action  triple. 

427.  Q.     Are  all  triple  valves  the  same? 

A.     No ;  the  size  of  ports  are  governed  by  the  size 
of  auxiliary  reservoirs  and  cylinders. 

428.  Q.     Are  the  size  of  auxiliary  reservoirs  the 
same? 

A.     No;  they  are  governed  by  the  size  of  brake 
cylinders. 

62 


NIVERSITY] 


429.  Q.     What  is  the  duty  of  an  auxiliary  reser- 
voir? 

A.  The  auxiliary  reservoir  performs  the  same 
duty  for  a  car  as  it  does  for  a  locomotive  or  tender. 

430.  Q.     Can  the  brakes  be  cut  out  on  a  car  with- 
out interfering  with  the  others? 

A.  Yes  ;  there  is  a  cut-out  cock  for  that  purpose, 
same  as  on  locomotive  or  tender. 

431.  Q.     What  is  the  action  or  the  operation  of 
a  quick-action  triple  valve  applied  to  a  car? 

A.  The  same  as  the  quick-action  triple  applied 
to  tenders. 

432.  Q.     How  many  classes  of  quick-action  trip- 
les are  there  ? 

A.     Four.  Two  for  passenger  and  two  for  freight. 

433.  Q.     What  would  be  the  action  if  a  passenger 
triple  should  be  applied  to  a  freight  auxiliary? 

A.  When  charging  the  auxiliary  reservoir  it 
would  charge  quicker  than  other  auxiliaries  ;  when 
applying,  the  brake  would  set  quicker.  It  also  would 
release  quicker,  either  would  it  be  as  sensitive  on  an 
emergency  application. 

434.  Q.     What  would  be  the  action  if  a  freight 
triple  be  applied  to  a  passenger  cylinder? 

A.  The  auxiliary  would  be  very  slow  in  charg- 
ing, also  the  release  of  the  brake  would  be  very  slow 
and  a  tendency  for  the  triple  to  operate  quick  ac- 
tion (emergency)  when  service  was  desired. 

435.  Q.     Then  it  is  very  necessary  for  the  triple 
to  be  applied  to  the  proper  size  of  cylinder? 

A.     Yes,  and  the  proper  size  of  auxiliary  also. 

436.  Q.     How  can  you  distinguish  a  freight  from 
a  passenger  triple? 

63 


A.  Usually  by  the  freight  triple  having  two  ex- 
haust ports. 

437.  Q.     Have  you  ever  seen  a  freight  triple  with 
one  exhaust  port? 

A.  Yes,  there  are  a  few  and  they  usually  get  in 
passenger  service. 

438.  Q.     Is  there  any  other  way  of  noting  the 
difference? 

A.  Yes;  by  the  diameter  of  the  slide-valve  bush- 
ing. 

439.  Q.     What    should    the    slide-valve    bushing 
measure? 

A.  F-36  freight,  one  and  one-quarter  inches, 
diameter ;  F-27  passenger,  one  and  three-eighths 
inches,  diameter;  F-29  passenger,  one  and  three- 
fourths  inches,  diameter. 

440.  Q.     How   long   does   it  take   to   charge   an 
auxiliary  reservoir,  from  empty  to  seventy  pounds, 
from  a  seventy-pound  train-pipe  pressure? 

A.     From  about  one  to  two  minutes. 

441.  Q.     Why  does  it  take  so  long? 

A.  Because  the  feed  port  in  the  triple  is  small 
(forced  feed). 

442.  Q.     Why  is  the  feed  port  in  the  triple  valve 
made  so  small? 

A.  They  are  made  small  that  the  auxiliary  reser- 
voir may  all  charge  of  an  equal,  that  the  brakes  can 
be  applied  and  released  as  near  uniform  as  possible. 

443.  Q.     Has  the  present  brake  companies  any 
means  of  recharging  the  auxiliary  reservoirs  while 
the  brake  remains  set  (applied)  ? 

A.     Yes. 

444.  Q.     What  means  is  it? 
A.     Pressure  retaining  valve. 

64 


445.  Q.     Does  the  pressure  retaining  valve  con- 
trol the  recharging  of  the  auxiliary  reservoir? 

A.  No ;  it  controls  the  exhaust  when  the  brake 
is  releasing. 

446.  Q.     Where  is  the  pressure  retaining  valve 
connected  ? 

A.  To  the  exhaust  port  of  the  triple  by  a  three- 
eighth  inch  pipe. 

447.  Q.     When  is  it  in  operation? 

A.     When  the  handle  is  turned  crosswise. 

448.  Q.     Explain  the  action  when  the  handle  is 
crosswise  ? 

A.  When  the  brake  is  releasing,  (the  exhaust) 
air  lifts  the  weight  and  discharges  to  the  atmos- 
phere (through  a  five-sixty-fourth-inch  port),  re- 
ducing the  air  in  the  brake  cylinder  very  slowly  to 
about  sixteen  pounds,  the  weight  then  seats,  retain- 
ing that  amount  in  brake  cylinder. 

449.  Q.     What  takes  place  then  ? 

A.  The  brakes  remain  set,  steadying  the  train 
while  the  auxiliary  reservoirs  recharge. 

450.  Q.     Explain  the  action  when  the  handle  is 
in  line  (vertical  position)  ? 

A.  The  valve  has  not  any  retaining  feature,  ex- 
haust of  cylinder  air  discharges  direct  to  the  at- 
mosphere. 

451.  Q.     Is, there  air  in  the  retaining  valve  and 
pipe  at  all  times  when  auxiliary  is  charged? 

A.     No ;  only  when  the  brake  is  releasing. 

452.  Q.     What  is  a  retaining  valve  used  for? 

A.  For  steadying  the  train  down,  long  continu- 
ous grades,  keeping  the  brakes  set  while  the  auxili-. 
ary  reservoirs  recharge. 

65 


453.  Q.     Do  pressure  retaining  valves  leak? 

A.  No.  The  continual  blow  you  hear  at  times 
denotes  a  defective  triple. 

454.  Q.     In  case  of  a  continual  discharge  of  air 
from  the  pressure  retaining  valve,  what  should  be 
done? 

A.  Cut  the  brakes  out  on  that  car  and  open  the 
release  cock  (bleeder). 

455.  Q.     Whyv  would  you  cut  the  brakes  out  ? 

A.  The  brake  would  either  set  with  a  greater 
pressure  than  the  others  or  release. 

456.  Q.     Why  would  you  open  the  release  cock 
(bleeder),  when  cutting  a  brake  out? 

A.  To  annul  any  possible  chance  of  the  brake 
creeping  on. 

457.  Q.     How  would  you  cut  the  brake  out? 
A.     By  the  cock  located  in  the  cross-over  pipe. 

458.  Q.     If  the  pressure  retaining  valve  was  gone 
(missing),  would  you  run  the  car  with  the  brakes 
cut  in? 

A.  Yes.  Pressure  retaining  valve  missing  does 
not  interfere  with  the  operation  of  the  brake. 

459.  Q.     If  the  brakes  on  a  car  could  not  be  re- 
leased, what  would  you  examine? 

A.  Pressure  retaining  valve,  seeing  if  the  handle 
was  in  line  with  pipe  and,  if  so,  I  would  then  dis- 
connect the  retaining  valve  pipe. 

460.  Q.     Why  would  you  disconnect  the  pipe? 
A.     There  are  times  when  retaining  valve  or  pipe 

gets  plugged. 

461.  Q.     Would  you  connect  the  pipe  again,  after 
the  brake  was  released? 

A.     Not  if  the  pipe  had  not  been  cleaned. 

66 


462.  Q.     Are  all  freight  cars  equipped  with  a  re- 
taining valve  ? 

A.     Yes. 

463.  Q.     Are  all  passenger  cars  equipped  with  a 
retaining  valve? 

A.     No;  they  are  only  used  in  passenger  service 
on  roads  that  have  heavy  grades. 

464.  Q.     Are  all  locomotives  and  tenders  equipped 
with  retaining  valves  ? 

A.     No.   Some  roads  use  them ;  others  do  not. 

CONDUCTOR'S  VALVE 

465.  Q.     Can    the   brakes   be   applied   from   any 
passenger  car  of  a  train? 

A.     Yes,  by  the  conductor's  valve. 

466.  Q.     Can  the  brakes  be  applied  with  either 
application  (emergency  or  service)  by  the  operation 
of  conductor's  valve? 

A.     Yes. 

467.  Q.     How  should  it  be  operated  for  an  emer- 
gency ? 

A.     Open  it  quickly  and  leave  it  open  until  the 
train  stops. 

468.  Q.     How  should  it  be  operated  for  a  ser- 
vice application? 

A.     Open  it  slowly,  allowing  the  pressure  to  dis- 
charge gradually. 

469.  Q.     How  many  styles  of  conductor's  valves 
are  they? 

A.     Two.    One  is  automatic  in  closing ;  the  other 
is  not. 

67 


NEW  YORK  QUICK-ACTION  TRIPLE  VALVE 

470.  Q.     OrL  making  a  service  reduction  of  five 
pounds,  what  is  the  action  of  the  piston  ? 

A.  As  the  reduction  occurs  of  train-pipe  air, 
so  is  the  volume  in  the  cylindrical  piston  (back  of 
vent  valve  piston)  reduced  also,  the  piston  moving 
the  full  travel,  vent  valve  piston  remaining  station- 
ary. 

471.  Q.     What  is  the  first  thing  the  piston  does 
when  making  the  move? 

A.  Closing  the  feed  port  between  train  pipe  and 
auxiliary  reservoir  and  at  the  same  time  moving 
graduating  (slide)  valve. 

472.  Q.     What  is  the  second  ? 

A.  Moving  slide  valve  and  (graduating  slide 
valve)  closing  exhaust  port  from  brake  cylinder  to 
atmosphere. 

473.  Q.     What  is  the  third? 

A.  Opening  admission  port  between  auxiliary 
reservoir  and  brake  cylinder,  applying  the  brakes. 

474.  Q.     How  long  would  the  port  remain  open  ? 
A.     If   the  reduction   was  five  pounds   it   would 

remain  open  until  five  pounds  of  air  was  admitted 
from  the  auxiliary  to  brake  cylinder. 

475.  Q.     What  would  be  the  movement? 

A.  The  piston  would  move  inward,  moving 
graduating  slide  valve,  closing  the  port. 

476.  Q.     What  is  the  action  of  the  piston  on  mak- 
ing another  five-pound  reduction  (total  ten  pounds)  ? 

A.  It  world  move  graduating  valve,  operating 
five  pounds  more  from  auxiliary  to  cylinder. 

68 


477.  Q.     What  would  be  the  action  of  the  piston 
on  making  another  five-pound  reduction   (total  fif- 
teen pounds) ? 

A.  It  would  move  graduating  valve,  operating 
five  pounds  more  from  auxiliary  to  cylinder. 

478.  Q.     What  would  be  the  action  with  another 
five-pound  reduction   (total  twenty  pounds)  ? 

A.  The  piston  would  have  the  same  movement 
as  previously  described,  excepting  it  has  not  any 
inward  movement,  the  port  remains  open  between 
the  auxiliary  and  brake  cylinder. 

479.  Q.     The  action  is  the  same  as  a  Westing- 
house,  is  it  not? 

A.  Yes.  Only  difference  is,  graduating  port  is 
operated  by  a  small  slide  valve. 

480.  Q.     What  will  be  the  result  if  the  graduating 
valve  leaks? 

A.  The  brake  will  have  a  premature  release,  same 
as  the  Westinghouse.  Triple  will  also  blow  at  ex- 
haust port  when  brakes  are  released. 

481.  Q.     On  making  a  sudden  reduction  of  train- 
pipe  air,  what  is  the  action  of  the  triple? 

A.  The  piston  moves  in  the  same  position  as  it 
does  in  a  service  application,  operating  the  same 
ports,  but  the  air  that  is  stored  in  the  cylindrical  pis- 
ton (back  of  vent-valve  piston)  cannot  be  reduced 
as  quick  as  train-pipe  air,  the  vent-valve  piston  is 
also  moved  at  the  same  time. 

482.  Q.     The  piston  cannot  move  on  an   emer- 
gency application  without  operating  the  vent-valve 
piston,  can  it? 

A.     No. 

483.  Q.     What   valve   is   operated   by   the   vent- 
valve  piston? 


A.     The  vent  valve. 

484.  Q.     What  air  does  the  vent  valve  discharge? 
A.     Train-pipe  air. 

485.  Q.     Where  does  it  discharge? 

A.  To  the  atmosphere  (and  to  their  high-speed 
valve,  if  car  is  equipped)  and  emergency  piston  at 
the  same  time. 

486.  Q.     What  is   the   action   of  the   emergency 
piston  ? 

A.  It  is  moved  inward,  unseating  the  emergency 
valve. 

487.  Q.     What   port   does   the   emergency   valve 
operate  ? 

A.  A  large  port  between  auxiliary  reservoir  and 
(cylinder  check  valve,  forcing  it  from  its  seat,  air 
entering)  brake  cylinder. 

488.  Q.     Is  there  any  more  brake  power  derived 
by  the  emergency,  than  by  a  service  application  ? 

A.     No ;  not  with  a  New  York  triple. 

489.  Q.     Why  not? 

A.  To  get  more  brake  power,  the  train-pipe  air 
would  have  to  be  admitted  to  the  cylinder,  in  this 
class  of  triple  it  is  vented  to  the  atmosphere. 

490.  Q.     When    does    the    cylinder    check    valve' 
seat? 

A.  When  the  air  in  the  auxiliary  and  brake  cyl- 
inder has  about  equalized. 

491.  Q.     What  seats  it? 
A.     Its  spring. 

492.  Q.     When  does  the  emergency  valve  seat? 
A.     When  the  auxiliary  and  brake  cylinder  has 

about  equalized. 

493.  Q.     What  seats  it? 
A.     Its  spring. 

70 


494.  Q.     Any  other  action  the  spring  performs? 
A.     Yes ;  moving  the  emergency  piston  back  to 

normal  position. 

495.  Q.     When  does  the  vent  valve  seat? 

A.  When  the  power  of  the  vent-valve  spring 
overcomes  the  power  generated  by  its  piston. 

496.  Q.     How  are  the  brakes  released? 

A.  By  admitting  an  excess  pressure  from  the 
main  reservoir  into  the  train  pipe,  increasing  it 
above  that  in  auxiliary,  causing  piston  to  move  to 
release  position,  same  as  Westinghouse. 

WESTINGHOUSE  QUICK-ACTION  TRIPLE 

497.  Q.     When  does  the  check  valve  rise? 

A.  It  rises  at  all  times,  when  the  train  pipe  is 
being  charged  and  on  an  emergency  application. 

498.  Q.     After  making  an  emergency  application, 
when  does  the  check  valve  seat? 

A.  When  the  air  in  train  pipe  and  cylinder  has 
about  equalized. 

499.  Q.     What  seats  it? 
A.     Its  spring. 

500.  Q.     When  does  the  emergency  valve  seat? 
A.     When  the  air  in  the  auxiliary  and  cylinder 

has  about  equalized. 

501.  Q.     What  seats  it? 
A.     The  same  spring. 

502.  Q.     Anything  else  this  spring  acts  on? 

A.  Yes ;  the  emergency  piston  is  moved  to  nor- 
mal position,  when  the  emergency  valve  is  moved  to 
its  seat. 


DUTY  OF  TRIPLE  VALVE  PARTS 

WESTINGHOUSE. 

503.  Q.     What  is  the  duty  of  the  triple  piston? 
A.     To  operate  the  port  between  train  pipe  and 

auxiliary   reservoir,   also   the  graduating   and   slide 
valve. 

504.  Q.     Duty  of  the  slide  valve? 

A.  To  operate  the  exhaust  and  assist  in  operat- 
ing the  port  between  auxiliary  and  cylinder  (ser- 
vice application),  to,. operate  the  port  between  aux- 
iliary and  emergency  piston  and  between  auxiliary 
and  cylinder  (emergency  application). 

505.  Q.     Duty  of  the  graduating  valve? 

A.  To  operate  the  air  from  auxiliary  to  cylinder, 
as  reduction  is  made  in  train  pipe  (service)  until 
the  brakes  are  full  set. 

506.  Q.     Duty  of  the  emergency  piston? 
A.     To  operate  emergency  valve. 

507.  Q.     Duty  of  emergency  valve? 

A.  To  operate  the  port  between  train  pipe  and 
brake  cylinder  on  an  emergency  application. 

508.  Q.     Duty  of  the  check  valve? 

A.  To  prevent  a  back  flow  of  air  from  brake 
cylinder  to  train  pipe  whenever  cylinder  is  above 
train-pipe  air. 

509.  Q.     Duty  of  the  graduating  spring? 

A.  To  assist  the  graduating  valve  in  making  a 
service  application. 


72 


DUTY  OF  TRIPLE  VALVE  PARTS 

NEW    YORK. 

510.  Q.     Duty  of  triple  piston? 
A.     Same  as  Westinghouse. 

511.  Q.     Duty  of  slide  valve? 
A.     To  operate  the  exhaust  port. 

512.  Q.     Duty,  of  graduating  valve  ? 
A.     Same  as  Westinghouse. 

513.  Q.     Duty  of  vent-valve  piston? 
A.     To  operate  vent  valve. 

514.  Q.     Duty  of  vent  valve? 

A.     To  operate  the  port  between  train  pipe  and 
atmosphere. 

515.  Q.     What  work  is  performed  by  the  train- 
pipe  air  exhausting  to  the  atmosphere? 

A.     It  acts  on  the  emergency  piston,  also  on  their 
high-speed  reducing  valve. 

516.  Q.     Duty  of  emergency  piston? 
A.     To  operate  the  emergency  valve. 

517.  Q.     Duty  of  the  emergency  valve? 

A.     To  operate  the  port  between  auxiliary   and 
cylinder   (unseating  check  valve). 
'  518.  Q.     Duty  of  check  valve  ? 
A.     To  prevent  back  flow  of  air  from  cylinder. 

519.  Q.     Duty  of  vent- valve  spring? 

A.     To  seat  vent' valve  and  assist  in  operating  ser- 
vice application. 

TRIPLE  BLOWS  AT  THE  EXHAUST  PORT 

WESTINGHOUSE. 

520.  Q.     How  many  defects  are  there  'which  will 
cause  a  quick-action  triple  to  blow  at  the  exhaust? 

A.     Four. 

73 


521.  Q.     Name  them? 

A.  Emergency  valve  rubber  or  its  seat,  or  check- 
case  gasket,  triple-valve  gasket  broken  through  to 
port  and  slide  valve. 

522.  Q.     If  a  triple  valve  is  blowing  at  exhaust 
and,  on  cutting  the  brakes  out  on  that  car,  the  brakes 
apply,  what  defect  would  that  indicate? 

A.  Leak  at  emergency  valve  rubber,  seat,  or 
check-case  gasket. 

523.  Q.     If  there  is  a  blow  at  exhaust  when  brake 
is  applied,  what  defect  would  that  indicate? 

A.     Leaky  slide  valve. 

524.  Q.     If  there  is  a  blow  at  the  exhaust  when 
brake  is  released  (not  when  applied)  and  you  have 
cut  the  brakes  out  on  the  car,  knowing  it  is  not  the 
emergency  device,  what  defect  would  that  indicate? 

A.  Usually  triple  valve  gasket  leaking,  though 
some  times  it  is  the  slide  valve. 

NEW   YORK 

525.  Q.     How  many  defects  are  there  that  will 
cause  a  quick-action  triple  to  blow  at  exhaust  port  ? 

A.     Three. 

526.  Q.     Name  them? 

A.  Slide  and  graduating  valve  leaking,  also  triple 
valve  gasket  broken  through  to  port. 

527.  Q.     How  would  you  test  for  a  leaky  slide 
valve  or  gasket? 

A.     Same  as  I  would  in  Westinghouse. 

528.  Q.     How   would  you   detect  a  leaky  emer- 
gency valve? 

74 


A.  There  would  be  a  blow  at  the  inner  vent  port 
of  train-pipe  exhaust,  when  brakes  was  either  applied 
or  released. 

529.  Q.     How  would  you   detect  a  leaky  check 
valve  ? 

A.  There  would  be  a  blow  at  inner  vent  port, 
train-pipe  exhaust  when  brakes  were  applied. 

530.  O.     How   would   you   detect   a   leaky   vent 
valve  or  its  seat? 

A.  There  would  be  a  continual  blow  at  the  outer 
vent  port  train-pipe  exhaust. 

AUTOMATIC  ACTION 

531.  Q.     What  makes  the  system  automatic  (ser- 
vice) ? 

A.  Because  the  construction  of  the  triple  valve 
is  such,  when  the  train-pipe  air  is  reduced  below  that 
in  the  auxiliary  reservoir,  from  any  cause,  it  causes 
the  piston  to  move  to  an  applied  position,  opening 
communication  between  auxiliary  reservoir  and  brake 
cylinder,  applying  the  brakes. 

532.  Q.     What  makes   the   system   quick   acting 
(emergency)  ? 

A.  Because  the  construction  of  the  triple  valve 
is  such  when  the  train-pipe  air  is  reduced  suddenly 
below  that  in  auxiliary  reservoir,  from  any  cause, 
there  is  an  action  taking  place  in  the  triple  (West- 
inghouse,  which  opens  a  large  port  between  train 
pipe  and  brake  cylinder,  causing  a  sudden  reduction 
of  train-line  air  which  acts  upon  the  following 
triple),  (also  between  auxiliary  reservoir  and  brake 
cylinder),  (New  York,  which  opens  a  large  port 
between  train  pipe  and  atmosphere,  causing  a  sud- 

75 


den  reduction  of  train-pipe  air  which  acts  upon  the 
following  triple.  Also  opening  a  large  port  between 
auxiliary  and  cylinder),  applying  the  brakes  as 
quickly  as  possible. 

533.  Q.     Do   you   understand  the   features   of  a 
quick-action    brake    (emergency)    is    to    accelerate 
(reduce)  the  train-pipe  air  as  quickly  as  possible? 

A.  Yes.  If  the  triple  valve  did  not  reduce  the 
train-pipe  air  the  quick  action  could  not  operate. 

534.  Q.     Where  does  the  Westinghouse  vent  its 
train-pipe  air? 

A.     To  the  brake  cylinder. 

535.  Q.     Where  does  the  New  York  vent  its  train- 
pipe  air  ? 

A.     To  the  atmosphere. 

536.  Q.     What  causes  the  piston  of  the  brake  cyl- 
inder to  move  so  quickly  upon  an  emergency? 

A.  Westinghouse :  Rapid  admission  of  train- 
pipe  air.  New  York :  Rapid  admission  of  auxiliary 
reservoir  air. 

HIGH   PRESSURE  CONTROL 

537.  Q.     What  is  the  high  pressure  control  ? 

A.  The  high  pressure  control  is  only  used  on 
a  locomotive  and  tender,  where  the  grades  are  heavy 
and  they  haul  empty  cars  ascending  (going  up), 
and  loaded,  descending  (going  down). 

538.  Q.     What  necessary  equipment  must  be  ap- 
plied to  convert  the  ordinary  brake  into  a  high  pres- 
sure control? 

A.  Two  safety  valves,  one  applied  to  driver  brake 
cylinders,  the  other  to  tender  brake  cylinder.  A 
duplex  governor,  a  reversing  cock,  bracket,  and  a 
feed  valve. 

76 


539.  Q.     To  what  pressure  are  the  governor  tops 
connected  ? 

A.  The  governor  top  which  operates  the  gover- 
nor at  one  hundred  and  twenty  pounds  is  connected 
direct  to  main  reservoir  air,  the  one  that  operates 
at  ninety  pounds  is  connected  to  top  of  reversing 
cock. 

540.  Q.     Why  is  the  ninety-pound  top  connected 
to  top  of  reversing  cock  instead  of  the  brake  valve, 
same  as  ordinary  duplex  governor? 

A.  If  it  was  connected  to  the  engineer's  valve, 
it  could  not  be  cut  out  at  the  changing  from  to  low 
to  high  pressure  feed  valve. 

541.  Q.     Why  do  you  want  to  cut  out  the  low 
pressure    governor    when    changing    from    seventy 
pounds  to  ninety  pounds. 

A.  To  obtain  one  hundred  and  twenty  pounds 
main  reservoir  air. 

542.  Q.     Which  is  the  high  and  low  pressure  feed 
valve  ? 

A.  Low  pressure  is  located  on  left  side  of  the 
reversing  cock,  high  pressure,  right  side. 

543.  Q.     Would    you    run    high    pressure    when 
handling  a  train  of  empty  cars? 

A.  No.  A  heavy  application  has  a  tendency  to 
slide  the  wheels. 

544.  Q.     How  many  pounds  of  a  reduction  would 
it  require   (ninety  pounds  train-pipe  air)  to  set  the 
brakes  in  full,  piston  travel  about  eight  inches? 

A.     About  twenty-five  pounds. 

545.  Q.     What  could  be  done  if  the'  ninety-pound 
feed  valve  was  found  defective  and  you  desired  to 
handle  the  train  with  that  pressure? 

77 


A.  Regulate  the  seventy-pound  valve  for  the 
high  pressure. 

546.  Q.     What  would  be  main  reservoir  air? 
A.     Ninety  pounds. 

5  ±7.  Q.     Why  so? 

A.     Ninety-pound  governor  is  not  cut  out. 

548.  Q.     What  should  be  done  to  accumulate  the 
one  hundred  and  twenty-pound  main  reservoir  valve 
air  (handle  on  valve  in  running  position)  ? 

A.  Regulate  the  ninety-pound  governor  to  one 
hundred  and  twenty  pounds,  report  it  and  feed  valve 
on  arrival  at  terminal. 

549.  Q.     What  is  the  duty  of  the  safety  valve? 
A.     To  exhaust  the  air  from  the  brake  cylinder 

whenever  it  exceeds  the  maximum. 

550.  Q.     What  is  that  done  for? 

A.  To  prevent  the  wheels  of  the  locomotive  and 
tender  from  sliding. 

HIGH-SPEED  BRAKE  (PASSENGER  SERVICE) 

551.  Q.     What  is  it? 

A.  It  is  the  ordinary  quick-action  brake  re-in- 
forced. 

552.  Q.     How  is  it  re-inforced? 

A.     By  carrying  a  higher  pressure. 

553.  Q.     What  are  the  pressures? 

A.  One  hundred  and  ten  pounds  train  pipe  and 
auxiliary  reservoir,  one  hundred  and  twenty  pounds 
main  reservoir  (where  the  train  is  long,  one  hun- 
dred and  thirty  pounds  main  reservoir). 

78 


554.  Q.     Why  does  not  the  braking  power  de- 
rived from  one  hundred  and  ten  pounds  slide  the 
wheels  ? 

A.  The  train  is  equipped  with  the  necessary  parts 
for  the  high-speed  feature. 

WESTINGHOUSE 

555.  Q.     What  necessary  equipment  must  be  ap- 
plied to  a  locomotive  to  convert  the  ordinary  brake 
into  the  high  speed? 

A.  One  high-speed  automatic  reducing  valve; 
one  duplex  governor  and  its  cock ;  one  reversing 
cock  and  bracket ;  one  feed  valve  and  the  standard 
triple. 

556.  Q.     What  necessary  equipment  applied  to  the 
tender  ? 

A.  One  automatic  high-speed  reducing  valve  and 
standard  triple. 

557.  Q.     What  necessary  equipment  applied  to  a 
car? 

A.     One  automatic  high-speed  reducing  valve. 

558.  Q.     Assuming  you  are  running  low  speed, 
what  would  you  do  to  run  high  speed? 

A.  Change  the  reversing  cock,  cutting  in  the  one 
hundred  and  ten-pound  feed  valve,  close  the  cock 
in  the  governor  pipe,  leading  to  the  low  pressure 
governor,  the  high  pressure  governor  would  then 
control  the  pump. 

559.  Q.     Whiqh  is  the  high  and  low  pressure  feed 
valve  ? 

A.  Low  pressure  is  located  to  the  left  side  of 
reversing  cock;  high  pressure,  right  side. 

79 


NEW  YORK 

5(30.  O.  What  necessary  equipment  must  be  ap- 
plied to  a  locomotive  to  convert  an  ordinary  brake 
into  high  speed? 

A.  One  compensating  valve ;  one  triplex  gover- 
nor and  its  cut-out  cock,  and  the  standard  triple. 

561.  Q.     What  pressures  is  the  governor  tops  con- 
nected to? 

A.  One  to  main  reservoir  air;  two  to  train-pipe 
air  (one  having  a  cock  located  in  its  pipe). 

562.  Q.     What  pressure  are  the  governor  tops 
set  for? 

A.  The  one  that  has  the  cock  in  its  pipe  is  regu- 
lated for  seventy  pounds,  its  mate,  one  hundred  and 
ten  pounds ;  one  connected  to  the  main  reservoir, 
one  hundred  and  thirty  pounds. 

563.  Q.     What  necessary  equipment  applied  to  the 
tender? 

A.     One  compensating  valve  and  standard  triple. 

564.  Q.     Assuming  you  are  running  low  speed, 
what  would  you  do  to  run  high  speed? 

A.  Close  the  cock  in  the  seventy-pound  gover- 
nor pipe. 


WESTINGHOUSE 

565.  Q.  What  is  the  duty  of  the  automatic  high- 
speed reducing  valve  ? 

A.  To  graduate  the  discharge  of  air  from  the 
brake  cylinder  to  the  atmosphere  on  an  emergency 
application,  reducing  the  brake  power  to  normal 
(sixty  pounds),  preventing  the  wheels  from  sliding. 

80 


566.  Q.     Any  other  duty  it  performs? 

A.  Yes,  it  reduces  the  brake  cylinder  pressure 
at  all  times  whenever  it  exceeds  sixty  pounds,  ser- 
vice or  emergency  application. 

567.  Q.     When  is  the  feature  of  the  high-speed 
automatic  reducing  valve  in  operation? 

A.     On  an  emergency  application. 

568.  Q.     Why  is  it  not  in  operation  on  a  service 
application  ? 

A.  Because  the  feature  of  the  apex  port  is  not 
being  performed. 

569.  Q.     Explain  the  operation  of  the  high-speed 
valve  ? 

A.  Brake  cylinder  air  has  direct  communication 
with  top  of  its  piston  at  all  times,  at  the  time  of 
an  emergency  application  (one  hundred  and  ten 
pounds),  the  auxiliary  and  brake  cylinder  equalize 
at  about  eighty-five  pounds,  which  moves  the  piston 
to  the  extreme  travel,  moving  with  it  the  slide  valve, 
bringing  in  communication  the  upper  end  of  apex 
port  (of  triangular  shape,  which  is  located  in  slide 
valve)  with  the  small  oblong  port  (which  is  located 
in  the  seat),  exhausting  the  pressure  to  the  atmos- 
phere slowly,  as  the  pressure  reduces  the  adjusting 
spring  located  under  piston  begins  to  re-act,  moving 
piston  upward,  same  time  moving  slide  valve,  gradu- 
ally opening  the  apex  port  a  little  larger,  discharg- 
ing the  pressure  more  rapidly,  until  brake  power  has 
been  reduced  to  about  sixty  pounds,  at  which  time 
the  slide  valve  laps  the  port  (closing  the  apex),  re- 
taining sixty  pounds  of  brake  power. 

570.  Q.     What  pressure  is  the  high-speed  valve 
set  at? 

A.     They  are  set  to  retain  sixty  pounds. 

81 


571.  Q.     Are  all  the  high-speed  valves  the  same? 
A.     No,  they  are  made  with  an  exhaust  port  in 

proportion  to  size  of  cylinder. 

572.  Q.     What  is  the  time  required  to  reduce  the 
brake  power  from  eighty-five  to  sixty  pounds  ? 

A.     About  seventeen  seconds. 

573.  Q.     How  is  the  high-speed  valve  adjusted? 
A.     By  the  removal  of  the  cap  nut  and  turning 

the  adjusting  plug. 

574.  Q.     Should  a  car  not  equipped  with  a  high- 
speed brake  be  run  in  a  train  and  operated  with  a 
high  pressure? 

A.     No.    There  is  a  tendency  to  slide  the  wheels. 

575.  Q.     Would  all  the  cars  in  the  train  have  to  be 
equipped  with  an  automatic  reducing- valve  ? 

A.  No.  Those  not  equipped  could  temporarily 
be  equipped  with  a  safety  valve. 

576.  Q.     Can  a  car  equipped  with  a  high-speed 
brake  be  run  in  a  train  and  operated  with  a  low 
pressure  brake? 

A.     Yes. 

577.  Q.     What  is  the  advantage  of  the  high-speed 
brake  ? 

A.  First,  a  train  can  be  stopped  in  much  shorter 
distance ;  second,  in  running  through  yard  limits, 
an  engineer  can  make  several  slow  downs,  yet  hav- 
ing air  enough  to  produce  the  braking  power  de- 
rived from  making  an  emergency  with  the  low  pres- 
sure. 

578.  Q.     How  many  good  service  applications  can 
be  made  from  the  high-speed  pressure,  yet  retaining 
standard   low   pressure,    piston    travel    about   eight 
inches  ? 

A.    Three. 

82 


579.  Q.     Is  there  any  more  braking  power  de- 
rived by  making  a  reduction  of  five  pounds  with  the 
high  pressure,  than  with  the  low  pressure  brake? 

A.  No.  The  braking  power  derived  is  the  same 
in  each  case. 

580.  Q.     How  would  you  proceed  if  the  one  hun- 
dred and  ten-pound  valve  became  defective? 

A.  Cut  low  pressure  feed  valve  in  and  regulate 
it  to  one  hundred  and  ten  pounds. 

581.  Q.     How  would  you  proceed  if  one  hundred 
and  twenty-pound  governor  became  defective? 

A.  Adjust  the  ninety-pound  governor  for  one 
hundred  and  twenty  pounds,  or  vice  versa. 

582.  Q.     What  should  be  done  if  the  pipe  was 
broken  between  the  high-speed  valve  and  brake  cyl- 
inder? 

A.  Disconnect  the  piece  entering  cylinder  and 
use  a  safety  valve. 

583.  Q.     If  you  could  not  obtain  a  safety  valve, 
what  would  you  do? 

A.  Plug  the  hole  in  the  cylinder  head,  reducing 
from  high  to  low  pressure  and  report  the  defect  on 
arrival. 

584.  Q.     How  would  you  proceed  to  reduce  to 
low  pressure? 

A.  Change  the  reversing  cock  from  high  to  low 
pressure,  make  a  reduction,  reducing  train-pipe  air 
from  one  hundred  and  ten  pounds  to  fifty-five 
pounds,  allowing  about  thirty  seconds  before  re- 
leasing. 


83 


NEW    YORK    COMPENSATING    HIGH-SPEED 
VALVE 

585.  Q.     When  the  New  York  valve  is  used  with 
its  own  equipment,  how  are  the  connections  made? 

A.  One  connection  is  made  to  the  cylinder  (same 
as  Westinghouse)  ;  the  other  is  made  to  the  cap  of 
the  emergency  piston  (triple  valve). 

586.  Q.     Does  this  valve  graduate  the  exhaust  of 
air  from  brake  cylinder  on  an  emergency  applica- 
tion? 

A.  No.  The  braking  power  is  reduced  at  the 
same  rapidity  from  start  to  finish. 

587.  Q.     What  controls  the  exhaust  port? 
A.     The  piston. 

588.  Q.     What  pressure  is  the  valve  set  at  ? 

A.  To  retain  sixty  pounds,  same  as  Westing- 
house. 

589.  Q.     How  is  the  valve  adjusted? 

A.     By  the  same  method  as  the  Westinghouse. 

590.  Q.     How  would  it  be  connected  to  a  foreign 
brake  ? 

A.     In  the  same  manner  as  a  Westinghouse. 

591.  Q.     Would  it  perform  the  same  feature? 
A.     No. 

592.  Q.      Why  not? 

A.  The  Westinghouse  graduates  the  exhaust ; 
the  New  York  does  not. 

593.  Q.     Explain  the  operation  of  the  New  York 
compensating  valve  when  it  is  connected  to  its  own 
equipment  ? 

A.  On  an  emergency  application  the  New  York 
triple  valve  vents  the  train-pipe  air  to  the  atmos- 

84 


phere,  the  (lower  section  of)  high-speed  valve  be- 
ing connected  to  the  (emergency  piston)  cap,  the 
train-pipe  air  is  vented  into  the  lower  section  (where 
adjusting  spring  is  located)  and  cannot  escape,  only 
as  it  feeds  to  the  atmosphere  through  a  small  port, 
the  top  of  piston  being  in  direct  communication  with 
the  brake  cylinder  at  all  times,  there  is  brake  cylinder 
air  on  top  of  the  piston,  the  adjusting  spring  under- 
neath assisted  by  vented  air  from  train  pipe,  the 
piston  is  held  to  its  normal  position,  until  the  air 
which  is  in  lower  section  (with  the  spring)  escapes 
to  the  atmosphere  (time  about  five  seconds),  the  air 
in  the  brake  cylinder  then  moves  the  piston  down, 
opening  the  exhaust  (series  of  small  ports),  the 
brake  power  reducing  to  sixty  pounds,  the  adjusting 
spring  re-acts,  moving  the  piston  up  (normal  posi- 
tion), closing  the  ports. 

594.  Q.     Does  the  New  York  high-speed  valve 
reduce  the  brake  power   immediately   on   equaliza- 
tion at  an  emergency  application? 

A.  No,  it  does  not;  the  full  braking  power  is 
held  for  a  short  period  of  time  (about  five  seconds). 

595.  Q.     What  should  be  done  if  the  pipe  connec- 
tion was  broken,  leading  from  the  (emergency  pis- 
ton) cap  to  the  compensating  valve? 

A.  Not  anything.  Report  it  on  arrival  at  ter- 
minal. 

596.  Q.     That  would  interfere  with  the  high  pres- 
sure, would  it  not? 

A.  No.  The  valve  would  not  retain  the  full  brak- 
ing power  for  a  short  period  of  time,  ptherwise  it 
would  operate. 

597.  Q.     What  should  be  done  if  the  pipe  was 

85 


broken   between   the   compensating   valve   and    the 
brake  cylinder  ? 

A.     Same  as  a  Westinghonse. 

598.  Q.     Are  all  the  compensating  valves  made 
the  same? 

A.  Yes.  The  New  York  Air  Brake  Company 
makes  the  change  for  different  size  cylinder  in  the 
port  in  union  stud. 

STRAIGHT    AIR    BRAKE 

599.  Q.     Where  is  the  braking  power  stored  for  a 
straight  air  brake  ? 

A.     In  the  main  reservoir. 

600.  Q.     How  is  it  operated  ? 

A.  By  admitting  air  direct  from  the  main  reser- 
voir into  brake  cylinder  when  applying,  and  exhaust- 
ing the  air  from  the  brake  cylinder  to  the  atmosphere 
when  releasing. 

601.  Q.     Is    there    an    engineer's    valve    for    the 
straight  air  brake? 

A.     Yes. 

602.  Q.     How  many  positions   are  there  in   the 
quadrant  of  the  valve? 

A.     Three. 

603.  Q.     Name  them  ? 

A.     Release,  lap,  and  application. 

604.  Q.     When  the  valve  is  located  side  of  boiler, 
which  is  release,  lap,  and  application  position? 

A.  Release  position  is  first  (forward)  ;  lap  is  sec- 
ond (center)  ;  application,  third  (rear). 

605.  Q.     When  operating  the  straight  air  brake, 
what  is  the  maximum  number  of  pounds  of  air  al- 
lowed for  braking  power? 

86 


A.     Forty-five  pounds. 

606.  Q.     What  prevents  the  cylinder  pressure  from 
equalizing  with  the  main  reservoir  air  ? 

A.     A  reducing  valve. 

607.  Q.     Is  the  straight  air  brake  used  on  the  loco- 
motive or  cars  ? 

A.     On  locomotive  and  tender. 

608.  Q.     What  are  the  necessary  parts  required 
for  the  equipping  of  a  locomotive  and  tender? 

A.  Two  safety  valves,  two  double  check  valves, 
one  reducing  valve  and  bracket,  one  engineer's 
valve. 

609.  Q.     Where  are  the  safety  valves  located? 
A.     One  to  the  driver  brake  cylinders,  the  other 

to  the  tender  cylinder. 

610.  Q.     What  pressure  are  they  set  at? 
A.     To  about  fifty-two  pounds. 

611.  Q.     What  is  their  duty? 

A.  To  exhaust  the  air  from  the  cylinder,  should 
it  exceed  the  maximum  pressure. 

612.  Q.     What  is  the  engineer's  valve  used  for? 
A.     For  operating  air  between  main  reservoir  and 

brake  cylinder  when  applying,  and  between  the  brake 
cylinder  and  atmosphere  when   releasing. 

613.  Q.     Where  is  the  reducing  valve  located? 
A.     In  the  cab  in  some  convenient  place  between 

main  reservoir  and  valve. 

614.  Q.     What  is  its  duty? 

A.  To  regulate  or  govern  the  cylinder  air  for 
the  straight  air  brake. 

615.  Q.     Where  is  the  double-check  valve  located  ? 
A.     In  the  induction  pipe  of  the  automatic  brake, 

near  the  driver  and  tender  cylinder. 

87 


616.  Q.     What  is  its  duty? 

A.  To  prevent  the  brake  cylinder  air  from  es- 
caping to  the  atmopshere  (through  the  straight  air 
engineer's  brake  valve),  when  the  automatic  brake 
is  being  applied,  also  to  prevent  the  brake  cylinder 
air  from  escaping  to  the  atmosphere  (through  the 
automatic  triple  valve),  when  the  piston  is  in  release 
position  or  the  triple  cut  out. 

617.  Q.     In  what  position  should  the  handle  of 
the  engineer's  straight  air  valve  be  carried,  when 
straight  air  brake  is  not  in  use? 

A.     In  release  position. 

618.  Q.     Why  should  it  be  carried  in  release  posi- 
tion? 

A.  If  the  handle  is  carried  on  lap,  an  application 
being  made  with  the  automatic  brake  and  the  double 
check  valve  is  leaking,  air  will  leak  by  it,  accumu- 
lating pressure  between  it  and  engineer's  valve,  at 
the  release  of  the  automatic  brakes,  the  brakes  will 
remain  set,  as  the  pressure  accumulated  by  the  leak- 
age will  change  the  position  of  the  double  check. 

619.  Q.     How  can  the  brakes  be  released? 

A.  By  placing  the  handle  of  straight  air  valve  in 
release  position. 

620.  Q.     When  the  straight  air  brake  cannot  be 
released  by  the  operation  of  its  valve,  how  can  it  be 
released? 

A.     Make  an  automatic  application. 

621.  Q.     Why  would  you  make  an  automatic  ap- 
plication ? 

A.  To  change  the  position  of  the  piston  in  the 
automatic  triple  valve  (from  applied  to  release  posi- 
tion). 


622.  Q.     Why  should  there  always  be  an  excess 
pressure  in  the  main  reservoir,  when  the  straight 
air  brake  is  operated? 

A.  If  the  air  in  main  reservoir  and  train  pipe 
has  equalized  and  the  straight  air  brake  is  operated, 
main  reservoir  air  will  be  reduced  that  having  a  ten- 
dency to  reduce  train-pipe  air,  it  will  change  the 
position  of  the  piston  in  the  triple  valve  and  pre- 
vent the  straight  air  brake  from  releasing  properly, 
if  the  double  check  valve  is  leaking. 

623.  Q.     What  should  be  done  if  the  pipe  was 
broken  between  the  double  check  and  triple  valve? 

A.     Cut  out  the  automatic  brake  and  go  on. 

624.  Q.     Can  you  operate  the  straight  air? 
A.     Yes. 

625.  Q.     What  should  be  done  if  the  pipe  was 
broken   between   straight   air   engineer's   valve   and 
double  check  valve? 

A.  That  would  not  interfere  with  the  automatic 
brake,  the  pipe  could  be  plugged,  retaining  the  use 
of  the  straight  air  on  the  remaining  vehicle. 

READING  OF  THE  DUPLEX  GAUGE 

626.  Q.     What  are  the  standard  pressure  regis- 
tered for  the  low  pressure  brake? 

A.  Seventy  pounds,  train  pipe ;  ninety  to  one  hun- 
dred pounds,  main  reservoir;  duplex  governor,  one 
hundred  and  thirty  pounds. 

627.  Q.     The  standard  pressures  for  high  pres- 
sure brake? 

A.  One  hundred  and  ten  pounds,  train  pipe ;  one 
hundred  and  twenty  to  one  hundred  and  thirty 
pounds,  main  reservoir. 

89 


628.  Q.     Where  is  the  seventy  pounds  stored? 
A.     Train   pipe,   equalizing  and   auxiliary   reser- 
voirs. 

•  629.  Q.     On  making  a  reduction  of  ten  pounds, 
what  does  the  black  hand  on  the  gauge  record? 
A.     Sixty  pounds. 

630.  Q.     Where  is  the  sixty  pounds? 

A.     Equalizing  reservoir,  train  pipe  and  auxili- 
ary. 

631.  Q.     How  was  the  ten  pounds  reduced  from 
the  equalizing  reservoir? 

A.     By  the  engineer. 

632.  Q.     How  was  the  ten  pounds  reduced  from 
the  train  pipe? 

A.     By   the   equalizing   piston,    (Westing-house)  ; 
by  the  engineer  and  cut-off  valve,  (New  York). 

633.  Q.     How  was  the  ten  pounds  reduced  in  the 
auxiliary  reservoir? 

A.     By  the  graduating  valve. 

634.  Q.     Where  did  it  feed? 

A.     Into  the  brake  cylinder  and  applied  the  brakes. 

635.  Q.     On    making   another    reduction    of   ten 
pounds,  how  much  will  there  be  in  the  auxiliary  ? 

A.     About  fifty  pounds. 

636.  Q.     On   making   another   reduction   of   ten 
pounds,  how  much  will  there  be  in  the  auxiliary? 

A.     About  fifty  pounds    (piston   traveling  about 
eight  inches). 

637.  Q.     How  much  will  there  be  in  the  equaliz- 
ing reservoir  and  train  pipe? 

A.     About  forty  pounds. 

638.  Q.     Why  does  not  the  auxiliary  reduce  to 
forty  pounds? 

90 


A.  Because  on  making  a  reduction  of  twenty 
pounds,  with  the  brake  piston  traveling  eight  inches, 
the  auxiliary  and  cylinder  will  equalize  at  fifty 
pounds  (fifty  pounds  in  each). 

639.  Q.     How  much  air  has  been  wasted  at  this 
application  ? 

A.     Ten  pounds. 

640.  Q.     Does  wasting  the  ten  pounds  from  the 
train  pipe  assist  you  when  releasing? 

A.  No ;  it  is  a  disadvantage,  as  it  requires  more 
air  from  the  main  reservoir  to  fill  the  train  pipe  be- 
fore the  brakes  will  release. 

641.  Q.     Does  the  black  hand  on  the  gauge  record 
the  auxiliary  reservoir  air  at  all  times  when  it  is  at 
rest. 

A.     No,  it  does  not. 

642.  Q.     When  does  it  record  it? 

A.  Until  the  brakes  are  full  set,  after  that  it 
records  the  amount  of  air  wasted  from  train  pipe. 

643.  Q.     Black  hand  on  gauge  records   seventy 
pounds    (system   charged)    on  making  a  reduction 
of  ten  pounds,  what  air  is  in  the  auxiliary  reservoir  ? 

A.     Sixty  pounds. 

644.  Q.     Handle  of  valve  is  placed  to  release  posi- 
tion and  immediately  brought  back  to  lap  (short  pas- 
senger train),  how  much  air  is  in  the  auxiliary  res- 
ervoir ? 

A.     Sixty  pounds. 

645.  Q.     How  much  does  the  gauge  record? 
A.     About  the  same. 

646.  Q.     Does  the  gauge  denote .  what  is  in  the 
auxiliary  reservoir? 

A.  Yes ;  also  train  pipe  and  auxiliary  is  about 
equal. 

91 


647.  Q.     On  making  another  reduction  of  about 
ten  pounds,  how  much  is  in  the  auxiliary? 

A.     About  fifty  pounds. 

648.  Q.     On  making  another  reduction  of  about 
ten  pounds,  how  much  is  there  in  the  auxiliary  ? 

A.  About  forty  pounds,  and  the  brakes  are  full 
set. 

649.  Q.     Why  did  the  auxiliary  reduce  to  forty 
pounds  ? 

A.     There  were  two  applications  made. 

650.  Q.     The  handle  is  now  placed  in  full  release 
position,  the  black  hand  is  recording  seventy  pounds, 
how  much  air  is  in  the  auxiliary  ? 

A.  The  auxiliary  is  recharging  from  forty 
pounds. 

651.  Q.     Why  is  there  not  seventy  pounds  in  it, 
same  as  the  gauge  records? 

A.  Because  the  feed  port  in  the  triple  valve  is 
small  (forced  feed),  it  requires  time  to  recharge. 

652.  Q.     How  can  you  tell  what  is  in  the  auxili- 
ary? 

A.  By  placing  the  handle  of  valve  on  lap  and 
waiting  for  the  black  hand  to  become  stationary; 
when  it  becomes  stationary,  it  denotes  the  air  in  the 
auxiliary  reservoir ;  if  it  continues  to  fall  back  and 
the  brakes  apply,  that  denotes  leakage  in  train-pipe 
air. 

653.  Q.     Explain  the  meaning  of  application? 
A.     The  first  reduction  forms  the  application,  each 

and  every  reduction  (after  the  application  is  formed, 
brakes  applied),  increases  that  one  application  until 
the  brakes  are  full  set,  and  would  be  termed  one  ap- 
plication made  by  a  number  of  reductions. 

654.  Q.     After  you  have  made  the  first  reduction 

92 


(applying  the  brakes),  and  you  make  another,  is  that 
an  application  or  a  reduction? 

A.  It  is  a  reduction  increasing  the  application 
that  is  on. 

655.  Q.     What  is  a  second  application? 

A.  The  second  application  is  where  the  brakes 
are  applied  twice  to  make  a  stop  or  slow  down. 

656.  Q.     How  would  you  proceed  to  make  the 
second  application? 

A.  I  would  move  the  handle  from  lap  to  release 
position  and  return  it  to  lap. 

657.  Q.     Why  would  you  lap  the  valve? 

A.  To  keep  train  pipe  and  auxiliary  reservoir 
air  as  near  equal  as  possible. 

658.  Q.     Can  you  tell  by  the  gauge  if  the  train 
pipe  and  auxiliary  air  is  about  equal? 

A.  Yes;  if  the  black  hand  (after  I  release  the 
brakes  and  lap  the  valve)  records  about  the  same 
pressure  as  it  did  when  brakes  were  applied,  equali- 
zation is  there  and  brakes  will  immediately  apply 
when  a  reduction  is  made. 

659.  Q.     Can  the  same  information  be  obtained 
from  the  black  hand,  when  high  pressure  is  carried  ? 

A.     Yes. 

BRAKE  TESTS 

660.  Q.     How  many  styles  of  tests  are  there? 
A.     Three. 

661.  Q.     Name  them? 

A.     Terminal,  running,  and  road. 

662.  Q.     Describe  how  a  terminal  test  should  be 
made? 

93 


A.  After  the  locomotive  is  coupled  on  all  hose 
being  coupled  and  cocks  opened,  except  the  cock  at 
rear  end  (rear  hose  hung  up  in  dummy  if  car 
is  equipped  with  same).  The  air  will  be  turned  in 
from  the  locomotive,  charging  the  equipment  (best 
results  are  obtained  by  waiting  for  the  standard  pres- 
sure to  be  accumulated  in  train  pipe  and  auxiliary 
reservoir,  whether  it  be  high  or  low  pressure),  make 
an  examination  for  leakage  (if  the  train  has  not  been 
tested  by  yard  plant).  After  the  leakage  has  been 
remedied  (if  there  is  any),  a  standard  signal,  such 
as  is  used  by  the  railroad  company,  should  be  given 
to  apply  the  brakes,  a  reduction  of  seven  to  nine 
pounds  should  be  made  from  the  engineer's  valve, 
the  engineer  will  note  the  discharge,  another  reduc- 
tion can  be  made  after  the  discharge  stops  if  desired. 
Another  examination  is  made,  ascertaining  if  all  the 
brakes  are  applied,  seeing  that  levers  do  not  bear  on 
their  carrier  irons,  also  seeing  if  the  shoes  are  up  to 
the  wheels,  and  note  piston  travel  of  each  brake. 
After  this  has  been  ascertained,  a  standard  signal 
(of  the  road)  will  be  given  to  release,  another  ex- 
amination will  be  made  to  see  if  all  brakes  have 
released. 

663.  Q.     If  .you  find  a  lever  bearing  on  the  car- 
rier iron,  what  should  be  done? 

A.  If  the  piston  was  traveling  standard,  let  out 
the  slack  taken  up  by  the  body  rods  and  take  it  up 
with  the  lower  rod  of  the  trucks.  If  the  piston  was 
of  long  travel,  take  up  the  slack  with  the  lower  rod 
of  the  trucks. 

664.  Q.     Describe  a  running  test? 

A.  A  running  test  is  an  application  of  the  brakes 
made  while  the  train  is  in  motion  and  should  be 

94 


practiced  to  know  the-actual  braking  quality  of  the 
train. 

665.  Q.     When  should  it  be  made? 

A.  It  should  be  made  within  one  half  mile  after 
leaving  all  terminals  or  at  any  place  along  the  road, 
whenever  there  has  been  any  change  made  or  work 
done  on  the  brake  equipment ;  also  practice  within  a 
safe  distance,  one  or  one  and  one  half  miles  of  yard 
limits,  railroad  crossings,  draw  bridges  and  all  other 
hazardous  places. 

666.  Q.     Describe  a  road  test? 

A.  A  road  test  is  a  test  of  the  brakes  applied  to 
the  train  after  the  locomotive  has  been  coupled  on 
after  being  detached  or  any  change  made  in  the  air- 
brake equipment  of  the  train  for  any  cause.  The  ap- 
plication being  made  from  the  engineer's  valve,  the 
crew  ascertaining  if  the  brake  operate  in  forward 
and  rear  of  train. 

BRAKE  ADJUSTMENT 

667.  Q.     How  is  the  slack  taken  up  in  the  outside 
equalize  driver  brakes? 

A.     By  means  of  the  adjusting  bolt  and  its  yoke. 

668.  Q.     When  should  the  slack  be  taken  up? 
A.     Slack  should  be   taken  up   when  the  piston 

travel  exceeds  eight  inches. 

669.  Q.     When  taking  up  the  slack,  what  should 
be  the  shortest  limit  for  piston  travel  ? 

A.     Four  inches. 

670.  Q.     How  is  the  slack  taken  up  of  the  cam- 
driver  brake? 

A.  By  placing  a  seven-eighths  or  one-inch  nut 
between  the  cross  head  (applied  to  piston  rod)  and 

95 


cylinder  head,  slacking  off  on  all  set  screws,  slack- 
ing the  bolts  or  nuts  of  shoe  wear  equalizers,  oper- 
ating cam-screw  nuts  until  shoes  are  applied  to  the 
wheels,  particular  attention  given  to  cam  links,  see- 
ing that  they  are  in  line,  now  adjusting  the  shoe  wear 
equalizers,  tighten  all  set  screws,  apply  the  brakes 
and  piston  travel  will  be  about  two  or  two  and  one 
half  inches. 

671.  Q.     How  is  the  slack  taken  up  in  a  tender 
brake  ? 

A.  By  the  lower  rod  of  the  trucks  and  adjust 
the  piston  travel  by  the  dead  lever. 

672.  Q.     What  distance  is  a  nice  piston  travel  for 
a  tender? 

A.     Five  to  seven  inches. 

673.  Q.     How  is  the  slack  in  brakes  taken  up  on 
a  passenger  car  (six-wheel  truck)  ? 

A.  By  the  lower  rod  of  the  trucks  and  at  times 
holes  in  the  body  rods  are  used  to  adjust  the  piston 
travel.  A  turn  buckle  in  the  lower  rod  of  the  truck 
is  very  convenient  for  the  purpose. 

674.  Q.     How  is  the  slack  in  the  brakes  taken 
up  on  a  passenger  car  (four-wheel  truck)  ? 

A.  By  the  lower  rod  of  the  trucks  and  adjust 
the  piston  travel  with  the  dead  levers. 

675.  Q.     How  is  the  slack  of  the  brakes  taken  up 
in  freight  service? 

A.  By  the  lower  rod  of  trucks  and  adjust  the 
piston  travel  by  the  dead  lever. 

676.  Q.     What  distance  is  a  nice  piston  travel  for 
passenger  service? 

A.     Five  to  seven  inches. 

677.  Q.     What  distance  is  a  nice  piston  travel  for 
freight  service? 

96 


A.     About  five  to  eight  inches. 

678.  Q.     When  taking  up  the  slack  of  the  brakes 
of  a  loaded  freight  car,  do  you  ascertain  if  the  beams 
are  hung  from  the  truck  bolster  ? 

A.  Yes ;  if  so,  the  piston  should  not  be  adjusted 
much  shorter  than  seven  inches. 

HANDLING  OF  FREIGHT  TRAINS 

679.  Q.     In   making   an   application,   how   many 
pounds  should  be  made  for  the  first  reduction? 

A.  I  would  use  judgment.  If  the  train  was  about 
thirty  air  cars,  the  first  reduction  should  be  about 
five  or  six  pounds ;  if  longer,  I  would  make  the  re- 
duction seven  to  eight  pounds. 

680.  Q.     Why  do  you  make  the  first  reduction 
more  on  a  long  train  than  on  a  short  one? 

A.  The  exhaust  port  in  the  engineer's  valve  being 
the  same  size,  the  reduction  from  the  long  train  is 
slower  (owing  to  volume),  therefore  it  requires  more 
of  a  reduction  in  a  long  train  than  a  short  one  to 
move  the  pistons  by  the  leakage  grooves. 

681.  Q.     Would  it  be  necessary  to  make  another 
reduction  of  five  pounds  to  increase  the  application  ? 

A.  No ;  the  piston  in  all  the  brake  cylinders  have 
moved  by  the  leakage  grooves,  the  application  could 
be  increased  by  making  slight  reductions. 

682.  Q.     When  making  the  first  reduction,  do  you 
pay  particular  attention  to  exhaust  of  train-pipe  air? 

A.  Yes,  to  see  if  the  exhaust  conforms  with  the 
one  made  when  testing  the  brakes. 

683.  Q.     At  which  reduction  is  the  most  braking- 
power  obtained,  first  or  second? 

97 


A.  Second  reduction,  if  it  be  the  same  number 
of  pounds  as  the  first. 

684.  Q.     Why  so? 

A.  Because  the  piston  has  moved  by  the  leak- 
age groove,  air  pressure  being  in  the  cylinder,  there 
cannot  be  the  expansion. 

685.  Q.     Having  a  reasonable  distance  to  make  the 
stop,  what  reduction  should  be  made  the  heaviest? 

A.     First. 

686.  Q.     Why  so? 

A.  Because  the  train  is  running  the  fastest  at  that 
time ;  also  to  move  the  pistons  by  the  leakage  grooves. 

687.  Q.     How  should  the  braking  power  be  in- 
creased ? 

A.  By  light  reductions,  two  or  three  pounds,  and 
the  stop  will  be  very  easy  and  smooth. 

688.  Q.     In  making  a  stop  for  a  water  column  or 
coal  pocket,  the  train  was  stopping  fifteen  or  twenty 
cars  short,  should  the  brakes  be  released  (kicked  off) 
and  caught  again  with  the  second  application? 

A.  No,  sir;  if  a  train  is  handled  in  that  manner 
there  will  be  damage  caused  to  the  draft  rigging, 
which  may  take  hours  to  chain,  freight  trains  should 
be  stopped  with  one  application. 

689.  Q.     What  should  be  done  when  the  freight 
train,  is  stopping  short? 

A.  Allow  the  train  to  come  to  a  positive  stop,  cut 
the  locomotive  off,  then  go  for  coal  or  water. 

690.  Q.     Whenever  the  locomotive  is  cut  off  of  a 
train  and  is  going  to  couple  on  again,  is  it  a  good 
idea  to  leave  the  brakes  set  on  the  train? 

A.  Yes  ;  when  the  locomotive  is  coupled  on  again, 
if  the  angle  cocks  are  not  opened  (between  tender 

98 


and  car),  the  train  cannot  be  started  or  would  haul 
hard,  which  will  indicate  something  wrong. 

G91.  Q.  How  would  you  handle  the  engineer's 
valve,  when  backing  up  to  a  train,  to  prevent  the 
brakes  from  sticking  on  the  locomotive  and  tender? 

A.  Make  an  application  controlling  the  speed  of 
the  locomotive,  release  it  and  immediately  lap  the 
valve  before  the  cocks  are  open  (if  necessary  make 
two  applications)  ;  by  so  doing,  it  reduces  the  auxili- 
ary reservoir's  air  of  the  locomotive  and  tender,  pre- 
venting the  brakes  from  remaining  on  same,  when 
cocks  are  opened  between  tender  and  cars. 

692.  Q.     When  an  application  is  made  and  it  is 
found  that  you  do  not  want  to  stop  the  train  (speed 
of  the  train  about  ten  miles  per  hour),  should  the 
brakes  be  released? 

A.  If  the  application  be  of  fifteen  to  twenty-five 
pounds,  I  would  allow  the  train  to  come  to  a  posi- 
tive stop  before  releasing,  taking  no  chances  of  dam- 
aging draft  rigging. 

693.  Q.     If  the  reduction  be  ten  to  twelve  pounds? 
A.     I  would  use  judgment,  relying  on  conditions, 

road  bed,  load  of  train,  main  reservoir  equipment  and 
brake  equipment  of  locomotive,  if  the  capacity  of 
main  reservoir  was  large,  locomotive  equipped  with 
duplex  governor,  road  bed  level  or  a  little  up  grade, 
I  would  release.  If  the  engine  be  equipped  with 
straight  air,  I  would  release  at  any  speed. 

694.  Q.     How  would  you  operate  the  brake  valve 
when  releasing? 

A.  Place  the  handle  of  the  valve  in  release  posi- 
tion and  leave  it  there  for  a  minute  or  tw'o  (for  it 
requires  seventy-six  seconds  to  raise  the  train-pipe 
air  two  pounds  in  the  rear  end  of  one  hundred  cars ; 

99 


main  reservoir,  ninety  pounds,  capacity  sixty  thou- 
sand cubic  inches  or  forty-two  seconds  to  do  the 
same  work  when  the  main  reservoir  air  is  one  hun- 
dred and  thirty  pounds). 

695.  Q.     When  the  handle  is  moved  to  running 
position,  would  you  move  it  again  to  release  position  ? 

A.  Yes.  The  brakes  on  the  head  end  of  the  train 
would  have  a  tendency  to  charge  with  a  higher  pres- 
sure than  those  in  rear  and  would  re-apply,  the  sec- 
ond movement  of  handle  would  release  them,  the 
pressure  being  equalized,  they  would  not  set  again. 

696.  Q.     How  would  you  handle  a  mixed  train, 
all  air  cars  ahead? 

A.  Make  as  light  a  reduction  as  possible,  so  as 
to  not  increase  the  braking  power  too -rapid,  prevent- 
ing the  non-air  cars,  especially  if  loaded,  to  surge ; 
straining  the  draft  rigging,  great  care  should  be 
taken  to  hold  the  slack  of  the  train  together  and  not 
allow  it  to  run  out. 

697.  Q.     How   does   the   straight   air   assist   you 
when  releasing? 

A.  When  operated,  it  retains  the  brakes  on  the 
locomotive  and  tender,  holding  the  slack  of  the  train 
together,  preventing  the  train  from  parting. 

698.  Q.     How  can  the  straight  air  valve  be  oper- 
ated? 

A.  Just  before  the  handle  of  the  automatic  valve 
is  placed  in  release  position,  the  handle  of  straight 
air  valve  can  be  placed  in  application  position,  which 
will  keep  the  brakes  applied  on  locomotive  and  ten- 
der. After  brakes  have  been  released  on  cars,  re- 
lease straight  air  slowly. 

699.  Q.     On  making  a  reduction  in  service  posi- 
tion No.  4,  the,  exhaust  from  train  pipe  being  very 

100 


short    (when  the  exhaust  should  be   long),  would 
that  indicate  any  trouble? 

A.  It  would  indicate  that  an  angle  cock  had 
been  closed,  or  in  winter  time,  probably,  ice  had 
formed  in  a  hose  or  coupling. 

700.  Q.     If  the  exhaust  was  very  short,  piston  ris- 
ing and  making  the  second  exhaust  instead  of  one 
long  one,  what  would  that  indicate? 

A.  An  angle  cock  partly  closed  or  communica- 
tion of  train  pipe  partly  obstructed ;  winter  time,  look 
for  ice  in  hose  or  coupling.  • 

701.  Q.     When  should  the  handle  of  the  brake 
valve  be  placed  in  No.  5  position  (emergency)  ? 

A.     Only  in  the  case  of  an  emergency: 

702.  Q.     Would  you  leave  the  handle  in  No.  5 
position  ? 

A.     Yes,  until  the  train  stops. 

703.  Q.     If  there  was  a  service  application  made 
and  an  emergency  arose,  what  should  be  done? 

A.  Throw  the  handle  of  the  valve  to  No.  5  posi- 
tion, regardless  of  the  reduction  made,  leave  the  han- 
dle there  until  the  train  stops. 

704.  Q.     Can  there  be  an  emergency  application 
made  after  the  brakes  are  once  applied  in  service? 

A.  No,  though  when  a  light  reduction  has  been 
made,  the  emergency  features  of  the  triple  valve 
can  be  put  into  action,  getting  a  partial  emergency, 
even  though  the  quick  action  features  do  not  act,  the 
train-pipe  air  is  exhausted  quicker,  setting  the  brakes 
more  rapidly  when  the  handle  is  placed  in  No.  5 
position. 


101 


BRAKES  CUT  OUT.    FREIGHT  SERVICE 

705.  Q.  How  many  cars  should  be  run  together 
in  a  train  with  the  brakes  cut  out  ? 

A.  Not  over  two,  and  the  brakes  of  the  car  next 
to  the  tender  should  never  be  cut  out. 


HANDLING  OF  PASSENGER  TRAINS 

700.  Q.  When  making  a  service  application  for 
an  ordinary  stop,  how  many  pounds  should  be  made 
for  the  first  reduction? 

A.  After  making  one  or  two  applications  I  would 
then  determine  how  many  pounds  should  be  made 
for  the  first  reduction,  usually  the  first  reduction  can 
be  made  of  six  to  ten  pounds,  obtaining  good  results. 

707.  Q.     How  can  the  application  be  increased? 
A.     By  lighter  reductions,   judging  the  distance 

the  train  is  to  be  stopped  in ;  also  speed,  adhesion  of 
brakes  and  road  bed.  When  within  the  distance  of 
about  six  or  eight  car  lengths  of  the  desired  stop, 
speed  of  train  should  be  reduced  to  about  five  or  six 
miles  per  hour,  throw  the  handle  of  valve  in  release 
position,  releasing  all  the  brakes,  bringing  the  handle 
back  to  lap,  then  making  a  reduction  of  five  or  six 
pounds  (light  reductions  at  intervals  if  required,  us- 
ing judgment),  leave  the  brakes  applied  until  stopped 
(if  train  was  short,  release  at  about  the  last  roll  of 
the  driver). 

708.  Q.     Then  you  would  handle  the  passenger 
train  with  a  second  application,  would  you  ? 

A.     Yes. 

709.  Q.     Why  so? 

102 


A.  When  the  train  is  handled  with  a  second  ap- 
plication, the  trucks  are  not  canted  so  badly  when 
the  stop  is  made,  or  is  there  so  great  a  braking  pow- 
er, making  the  stop  more  smooth  and  more  agreeable 
to  the  passengers  and  not  any  danger  of  sliding  the 
wheels. 

710.  Q.     Why  should  the  brakes  be  left  applied 
with  a  light  application  on  a  long  train? 

A.  As  a  light  application  being  left  on  when  the 
train  is  long  is  not  disagreeable  to  the  passengers,  it 
prevents  any  unnecessary  strain  to  the  draft  rigging, 
such  as  might  occur  if  the  brakes  were  released  at 
the  last  roll  of  the  drivers. 

711.  Q.     If  the  locomotive  was  equipped  with  a 
straight  air  brake,  could  that  be  operated  at  time  of 
release,  so  as  to  prevent  a  long  train  from  breaking 
in  two? 

A.  Yes.  By  operating  the  straight  air  valve  and 
holding  a  light  application  on  locomotive  and  tender. 

712.  Q.     Why  should  the  brakes  of  a  passenger 
train,  when  short,  be  released  just  before  it  comes 
to  a  stop? 

A.  To  avoid  or  overcome  that  sudden  check  of 
train,  which  occurs  when  brakes  are  left  on  and  is 
very  disagreeable  to  the  passengers. 

713.  Q.     Have  you  noticed  there  are  times  when 
a  stop  is  being  made,  brakes  are  released  sooner  than 
others  ? 

A.  Yes ;  that  depends  on  the  application,  if  there 
is  a  heavy  application  on,  the  brakes  can  be  released 
sooner  than  they  could  if  the  application  was  light. 

714.  Q.     Explain  why? 

A.     With  a  heavy  application  there  is  more  air  in 

103 


the  brake  cylinder,  which  requires  a  longer  time  to 
discharge  than  with  a  light  application. 

715.  Q.     When  making  an  application,  which  re- 
duction should  be  made  the  greater  ? 

A.     The  first  reduction. 

716.  Q.     Why  should  the  first  reduction  be  made 
greater  ? 

A.  At  that  time  the  train  is  running  at  the  high- 
est rate  of  speed  and  there  is  less  adhesion  of  the 
brake  shoes  on  the  wheels. 

717.  Q.     Does  the  adhesion  of  the  brake  shoe  in- 
crease as  the  speed  decreases? 

A.  Yes,  that  is  why  the  reduction  of  train-pipe 
air  should  be  made  lighter  as  the  train  slows  up, 
avoiding  all  unnecessary  shocks  to  the-  train. 

718.  Q.     What  should  be  done  when  making  a 
stop  where  the  station  is  on  a  grade? 

A.  Make  the  stop  with  the  second  application, 
allowing  the  application  to  remain  on  until  ready  to 
proceed. 

^  719.  Q.  Are  there  good  results  obtained  from 
kicking  off  a  few  of  the  brakes  when  the  passenger 
train  is  very  long? 

A.  No,  it  causes  unnecessary  shock  to  the  draft 
rigging  and  sometimes  parts  the  train. 

720.  Q.     Is  there  good  results  obtained  when  the 
train  is  short? 

A.     Not  the  best. 

721.  Q.     Explain  why? 

A.  Usually  when  the  brakes  are  kicked  off  there 
is  always  one  or  more  remaining  on,  the  rear,  which 
will  naturally  stretch  the  train ;  on  making  the  second 
application,  the  brakes  which  were  not  released,  will 
set  with  a  greater  brake  power,  keeping  the  train 

104 


stretched,  when  the  final  release  occurs  will  always 
cause  more  or  less  shock  or  jar  to  the  train. 

722.  Q.     How  can  you  avoid  the  shock  you  speak 
of? 

A.  By  allowing  the  handle  of  valve  to  remain 
in  release  position  a  trifle  longer,  releasing  all  of  the 
brakes  (before  lapping  it),  so  on  making  the  second 
application,  the  braking  power  throughout  the  en- 
tire train  will  be  as  near  uniform  as  possible,  then 
when  making  the  final  release  the  train  is  not  so  apt 
to  have  the  unpleasant  jar. 

723.  Q.     When  making  a  positive  stop,  such  as 
for  water  or  coal,  at  times  for  baggage,  how  should 
the  train  be  handled? 

A.  The  speed  of  train  should  be  reduced  to  about 
three  or  five  miles  per  hour  or  less,  according  to  dis- 
tance by  the  first  or  second  application,  then  using 
good  judgment  and  finishing  the  stop  with  a  service 
application. 

724.  Q.     When   should   the   handle   of   valve   be 
placed  in  No.  5  position? 

A.     Only  in  case  of  emergency. 

725.  Q.     Then  it  should  not  be  placed  there  for 
a  water  stop,  should  it? 

A.  No;  it  is  not  necessary  to  use  that  position, 
or  even  place  the  handle  on  the  edge  of  No.  5  to 
make  water,  coal  or  baggage  stops. 

726.  Q.     Should  the  brakes  be  left  applied  at  coal 
or  water  and  baggage  stops? 

A.     Yes. 

727.  Q.     How  should  the  high  pressure  brake  be 
handled? 

A.     Same  as  the  low  pressure  brake. 

105 


728.  Q.     In  operating  the  high  pressure  brake,  is 
the  application  felt  sooner? 

A.     Yes. 

729.  Q.     Why  so? 

A.  Because  it  does  not  require  the  time  to  ex- 
haust high  pressure.  When  the  pressure  is  seventy 
pounds  and  equalizing  reservoir  ten  by  fourteen  and 
one-half  inches,  time  to  exhaust  twenty  pounds  is 
about  six  and  two-fifths  seconds,  when  the  pressure 
is  one  hundred  and  ten  pounds,  time  is  about  four 
and  one-fifth  seconds. 

730.  Q.     As  it  requires  less  time  to  exhaust  the 
air,  what  is  the  action  of  all  the  pistons  ? 

A.  The  equalizing  piston  and  every  triple  piston 
acts  quicker. 

731.  Q.     Does  the  air  of  auxiliary  reservoir  enter 
brake  cylinder  more  rapidly? 

A.     Yes.       . 

732.  Q.     Then  it  is  necessary  to  keep  the  equip- 
ment in  a  better  lubricated  condition,  is  it  not? 

A.     Yes,  to  obtain  good  and  satisfactory  results. 

733.  Q.     What  will   cause  a  quick  action  triple 
valve  to  operate  emergency,  when  a  service  applica- 
tion was  desired? 

A.  Broken  graduating  valve  or  pin ;  at  times  a 
weak  graduating  spring  (Westinghouse)  ;  weak  vent 
valve  spring  (New  York)  and  a  tardy  or  sluggish 
acting  equalizing  or  triple  piston. 

734.  Q.     How  can  the  triple  having  the  defect  be 
located  ? 

A.  Charge  the  system  to  standard  pressure,  when 
the  defect  is  a  broken  graduating  valve  of  pin  it  can 
be  located  by  making  a  light  reduction  of  about 

106 


three  or  four  pounds  (just  enough  to  move  the  pis- 
ton of  the  brake  cylinder  by  the  leakage  groove), 
making  an  examination,  on  finding  one  brake  that  is 
not  set  (usually  that  is  the  one),  have  another  re- 
duction made,  if  the  brake  that  is  not  set  applies 
with  the  emergency,  that  is  the  defective  triple. 

735.  Q.     What  should  be  done  with  it  ? 

A.  Release  the  brake  and  cut  that  one  out,  re- 
porting same  (be  governed  by  the  rules  of  the  road)  ? 

736.  Q.     Can  a  tardy  or  sluggish  piston  be  located 
the  same  way? 

A.  At  times  it  can,  though  there  have  been  times 
when  all  the  brakes  except  one  has  been  cut  out  and 
application  made,  trying  a  different  car  of  the  whole 
train  at  each  application  and  finding  the  one  with 
the  sluggish  piston. 

737.  Q.     Can  an  engineer  know  by  the  train  pipe 
exhaust  if  the  brakes  have  applied  with  undesired 
emergency  ? 

A.  Yes,  he  can  positively  tell,  if  the  train  pipe 
exhaust  is  cut  off  very  sudden,  a  quick  flash  being 
obtained  only  the  triple  which  is  causing  the  trouble 
is  in  head  end  of  train. 

738.  Q.     Do  you  understand  that  a  triple  valve 
with  a  sluggish  piston  has  tendencies  to  operate  with 
the  undesired  emergency  when  being  operated  more 
so  with  high  pressure  than  with  low  pressure? 

A.     Yes. 

739.  Q.     When  a  locomotive  that  is  not  equipped 
for  high  pressure  is  coupled  to  a  train  run  with  high 
pressure,  what  should  be  done? 

A.  After  coupling  is  made  between  tender  and 
car,  and  cocks  open,  the  engineer  will  reduce  the 

107 


black  hand's  pressure  to  fifty-five  pounds  and  wait 
about  thirty  seconds  before  he  releases  the  brakes. 

740.  Q.     Why  is  it  necessary  to  wait  so  long? 
A.     To  give  the  high-speed  valve  ample  time  to 

reduce    auxiliary    and    cylinder    to    normal     (sixty 
pounds). 

741.  Q.     If  the  cross-over  pipe  is  broken  between 
cut-out  cock  and  triple  valve,  what  should  be  done? 

A.  Cut  the  brakes  out  on  the  car  and  tie  up  the 
pipe,  location  of  car  in  train  would  be  governed  by 
rules  of  the  road. 

742.  Q.     If  the  cross-over  pipe  is  broken  between 
cut-out  cock  and  train  pipe,  what  would  you  do?( 

A.  If  possible,  plug  its  connection  to  train  pipe, 
in  plugging  with  wood  be  very  careful  that  the  com- 
munication of  train  pipe  is  not  obstructed,  location  of 
car  in  train  would  be  governed  by  rules  of  the  road. 

743.  Q.     If  the  train  pipe  was  broken  ? 

A.     I  would  be  governed  by  rules  of  road. 

744.  Q.     Whenever  the  train  pipe  is  broken  and 
the  car  is  run  in  rear  of  train,  no  matter  how  short 
the  distance  might  be,  what  precaution  should  be 
used? 

A.  The  hose  between  the  last  two  cars  should  be 
coupled,  all  angle  cocks  opened  ahead  of  the  one  on 
forward  end  of  rear  car,  the  cock  on  forward  end 
of  rear  car  should  be  closed,  a  man  left  in  this  car 
when  ascending  grade,  as  to  final  location  of  car 
in  train,  be  governed  by  rules  of  the  road. 

745.  Q.     How  would  you   proceed  if  the   train 
parted   (freight  or  passenger)  ? 

A.     Shut  off  steam  and  lap  the  valve. 

746.  Q.     Why  would  you  lap  the  valve? 
A.     To  save  main  reservoir  air. 

108 


BRAKES  CUT  OUT.    PASSENGER  SERVICE 

747.  Q.  How  many  passenger  cars  should  be  rim 
together  with  the  brakes  cut  out? 

A.  Not  any.  If  the  brakes  of  two  passenger  cars 
become  defective  and  they  are  together  in  the  train, 
they  should  be  switched,  a  car  with  the  brakes  oper- 
ating placed  between  them,  the  brakes  of  the  car 
next  to  the  tender  should  never  be  cut  out. 


GRADE  BRAKING 

748.  Q.     Should  the  condition  of  the  brakes  be 
known  before  descending  a  grade? 

A.     Yes,  sir,  by  an  actual  running  test. 

749.  Q.     When  and  by  whom  are  the  pressure  re- 
taining valves  placed  in  readiness  for  an  application  ? 

A.     At  the  top  of  the  grade  by  the  train  crew. 

750.  Q.     What  speed  should  the  train  be  allowed 
to  gain  before  an  application  is  made? 

A.  Never  allow  it  to  obtain  a  speed  that 'cannot 
be  controlled  by  an  application. 

751.  Q.     About  how  many  pounds  should  the  first 
reduction  be? 

A.  That  would  depend  on  conditions,  grade,  con- 
dition of  brakes  and  number  of  cars  in  train,  also 
number  of  air  cars,  five  or  six  pounds  or  more  if 
necessary. 

752.  Q.     How  should  the  application  be  increased  ? 
A.     By  making  light  reductions,   increasing  the 

brake  power  gradually,  getting  down  the  grade  as 
far  as  possible  with  the  one  application-,  at  the  same 
time,  slowing  the  train  down  to  a  safe  speed,  that 
when  the  release  was  made  the  auxiliary  reservoirs, 

109 


with  the  assistance  of  the  pressure  retaining  valves, 
would  have  ample  time  to  recharge  before  the  train 
gained  such  speed  that  it  could  not  be  controlled  by 
an  application. 

753.  Q.     On  arriving  at  the  bottom  of  the  grade, 
what  should  be  done  with  the  retaining  valves? 

A.     Turn  the  handle  down. 

754.  Q.     How  should  a  train  be  left  standing  on 
a  grade? 

A.  By  the  application  of  the  hand  brakes,  if  the 
cars  are  so  equipped  with  the  air  brake  that  an  ap- 
plication of  it  caused  a  strain  on  the  chain  of  the 
hand  brake,  the  release  cock  (or  bleeder)  should 
be  opened  and  auxiliary  reservoir  air  exhausted. 

TESTING  BRAKES  OF  A  LOCOMOTIVE 
AND  TENDER 

755.  Q.     Explain  how  to  test  the  brakes  of  a  loco- 
motive ? 

A.  If  locomotive  is  running  high  speed,  always 
test  with  high  pressure,  start  the  pump,  ascertaining 
its  condition,  see  that  the  pump  governor  and  feed 
valves  are  working  properly  and  regulate  the  air  at 
the  standard  pressures,  that  the  engineer's  valve  is 
in  good  condition,  that  it  is  a  perfect  divider  between 
main  reservoir  and  train  pipe  when  on  lap,  that  the 
preliminary  exhaust  port  discharges  air  from  equaliz- 
ing reservoir  in  the  proper  time,  that  the  equalizing 
piston  is  working  free,  make  an  application  of  twelve 
to  fifteen  pounds,  ascertaining  the  travel  of  piston, 
(locomotive  and  tender),  examine  all  piping,  hose 
and  couplings,  seeing  there  are  not  any  leaks,  also  the 
pipe  clamps  are  in  good  condition,  examine  connec- 

110 


tions,  levers  and  pins,  seeing  they  do  not  bear  on 
some  foreign  material,  also  see  that  brake  shoes  are 
in  condition  for  the  trip,  ascertaining  if  the  triple 
responds  with  light  reductions,  causing  the  brake  to 
apply  and  remains  set,  test  the  air  whistle,  seeing  if 
it  be  in  condition  for  the  trip,  ascertaining  the  pres- 
sure, also  if  reducing  valve  and  diaphragm  of  signal 
valve  responds  promptly. 


OPENING  OF  ANGLE  COCKS 

756.  Q.     When   coupling   charged   cars   to    nori- 
charge  cars,  which  cock  should  be  opened  first? 

A.     The  cock  on  the  non-charged  cars. 

757.  Q.     How  should  the  cock  on  the  charged  cars 
be  opened? 

A.     Very  slowly,  so  as  to  prevent  an  emergency 
application. 

758.  Q.     When  coupling  charged  cars  to  charged 
cars,  which  cock  would  you  open  first? 

A.     The  one  nearest  the  engine  should  be  opened 
slowly. 

759.  Q.     Why  do  you  open  it  slowly? 

A.     To  prevent  the  emergency  application. 

760.  Q.     How  should  the  other  be  opened? 
A.     Slowly. 

761.  Q.     Why  would  you  open  it  slowly? 

A.     To  prevent  the  emergency  application,  if  the 
pressures  were  unequal. 

762.  Q.     When  coupling  a  locomotive  .to  a  charged 
train,  which  cock  should  be  opened  first? 

A.     Open  the  one  on  the  tender  slowly. 

Ill 


763.  Q.     Do  you  understand  the  amount  of  air 
which  it  requires  to  fill  a  pair  of  empty  hose,  when 
the  cock  is  opened  quickly,  will  cause  the  brakes  of 
the  entire  train  to  set  with  quick  action  (emergency) 
and  when  it  is   opened   slowly   will  .not  cause  the 
brakes  to  set? 

A.     Yes. 

AIR  SIGNAL 

764.  Q.     What  are  the  essential  parts  of  an  air 
signal  ? 

A.  Reducing  valve,  signal  valve  and  whistle,  sig- 
nal train  pipe,  strainer,  cut-out  cock  and  branch  pipe, 
car  discharge  valve,  line  cocks,  and  a  pair  of  flexible 
hose  and  couplings. 

765.  Q.     What  is  the  standard  signal  pressure? 
A.     Forty  pounds. 

766.  Q.     How  is  the  forty  pounds  obtained? 
A.     By  the  reducing  valve. 

767.  Q.     What  is  the  duty  of  the  reducing  valve? 
A.     It  automatically  regulates  the  communication 

between  main  reservoir  and  signal  system. 

768.  Q.     What  is  the  duty  of  the  signal  valve? 
A.     It  operates  the  pressure  between  the  upper 

and  lower  side  of  its  diaphragm  and  to  the  whistle 
connection  when  a  reduction  is  made. 

769.  Q.     What  is  the  duty  of  the  signal  pipe? 

A.  To  convey  the  air  back,  distributing  it  to  each 
car. 

770.  Q.     Where  is  the  line  straight  cock  located? 
A.     It  is  located  in  the  signal  train  pipe,  near  the. 

end  or  edge  of  platform. 

112 


771.  Q.     What  is  the  position  of  the  handle  when 
open? 

A.  Crosswise,  when  open ;  lengthwise,  when 
closed. 

772.  Q.     If  the  handle  was  broken  off,  how  would 
the  position  of  the  plug  be  known  ? 

A.  By  the  proof  mark  which  is  in  the  top  of  all 
plugs. 

773.  Q.     What  is  the  position  of  the  proof  mark 
when  open? 

A.     In  line  with  pipe. 

774.  Q.     What  is  the  cocks  used  for? 

A.  To  close  communication  in  the  line  pipe,  be- 
tween the  cars,  whenever  the  hose  is  to  be  uncoupled. 

775.  Q.     What  are  the  flexible  hose  and  couplings 
used  for? 

A.     To  unite  the  train  pipe  between  the  cars. 

776.  Q.     What  is  the  branch  pipe  used  for? 

A.  To  convey  the  air  from  the  line  pipe  to  the 
car  discharge  valve. 

777.  Q.     What  is  the  car  discharge  valve  used  for? 
A.     It  is  used  to  operate  the  pressure  between  line 

pipe  and  atmosphere,  whenever  it  is  desired  to  sound 
the  air  whistle,  located  on  the  engine. 

778.  Q.     How  should  the  car  discharge  valve  be 
operated  ? 

A.  The  rope  attached  to  lever  of  valve  should  be 
pulled  quickly  (opening  the  valve),  getting  a  sharp 
discharge,  allowing  about  three  seconds  to  elapse 
before  valve  is  again  operated. 

779.  Q.     Where  is  the  cut-out  cock  located? 

A.     In  the  branch  pipe,  near  the  discharge  valve. 

113 


780.  Q.     What  is  the  position  of  the  handle  when 
closed  ? 

A.     In  line  with  pipe. 

781.  Q.     Explain  the  operation  of  the  signal  valve 
(Westinghouse)  ? 

A.  The  signal  valve  being  connected  to  the  sig- 
nal line  by  a  branch  pipe,  the  air  which  is  in  signal 
line  has  a  free  passage  to  it,  feeding  the  top  of  dia- 
phragm through  a  restricted  port,  thence  to  under 
side  of  diaphragm  by  a  restricted  passage  way,  the 
pressure  equalizing,  the  diaphragm  being  a  divider 
between  the  two  chambers,  a  reduction  of  signal  line 
air  reduces  the  pressure  off  the  top  of  diaphragm,  the 
air  under  it  lifts  it,  raising  the  rod  (which  performs 
the  features  of  the  valve)  from  its  seat  and  for  a  mo- 
ment the  air  which  is  under  diaphragm  and  signal 
pipe  discharges  to  the  whistle,  the  diaphragm  mov- 
ing down,  causing  its  rod  to  seat,  closing  the  port. 

782.  Q.     What  is  the  action  of  the  reducing  valve  ? 
A.     It  responds  and  feeds  the  line. 

783.  Q.     When  the  whistle  blows  at  the  release  of 
the  brakes,  what  trouble  does  that  indicate  ? 

A.  It  indicates  that  signal  is  charged  to  main 
reservoir  air,  the  trouble  is  in  the  reducing  valve. 

784.  Q.     There  are  times  when  the  whistle  blows 
from  an  unknown  cause  when  the  train  is  running. 

A.  That  is  due  to  leak  in  signal  pipe  or  hose 
coupling,  and  usually  occurs  when  going  over  frogs 
or  rounding  curves. 

785.  Q.     When   there   are   two   distinct   whistles 
obtained  instead  of  one,  what  is  the  trouble? 

A.  Usually  the  car  discharge  valve  is  held  open 
too  long. 

114 


786.  Q.     When  there  is  one  good  distinct  whistle 
and  one  or  more  faint  whistles,  what  is  the  trouble? 

A.     Rebounding  of  the  diaphragm. 

787.  Q.     What  causes  the  diaphragm  to  rebound? 
A.     Usually  it  is  old  and  baggy. 

788.  Q.     When  the  whistle  will  operate  from  a 
short  train  and  not  from  a  long  one,  what  would  that 
indicate  ? 

A.  The  trouble  is  in  the  signal  valve,  poor  dia- 
phragm or  a  small  hole  in  same,  or  a  loose  fitting 
diaphragm  rod. 

789.  Q.     When  the  whistle  can  be  operated  from 
a  car  in  the  train  and  not  from  another,  what  would 
that  indicate? 

A.  If  the  car  which  the  whistle  could  not  be  oper- 
ated from  was  ahead,  it  would  indicate  the  trouble 
•was  in  the  car;  if  the  car  was  in  the  rear  of  those 
which  it  could  be  operated  from,  the  trouble  usually 
is  in  signal  valve. 

790.  Q.     Is  there  a  strainer  in  the  signal  line  of 
each  car? 

A.  Yes;  it  is  located  in  the  line  tee,  where  the 
branch  pipe  is  connected. 

791.  Q.     Where  should  the  strainer,  signal,  and 
reducing  valve  be  located? 

A.  They  should  be  located  in  the  cab  in  some  con- 
venient place,  not  too  close  to  the  boiler. 

792.  Q.     Explain    the    operation    of    the    (New 
York)   signal  valve? 

A.  The  New  York  signal  valve  is  connected  in 
the  same  manner  as  the  Westinghouse,  air  passing 
in  on  top  of  diaphragm  through  a  restricted  port, 
thence  to  underside  of  diaphragm  through  a  re- 
stricted port  (which  is  in  center  of  diaphragm)  and 

115 


equalizes,  the  diaphragm  being-  the  divider  between 
the  two  chambers.  The  air  also  has  communication 
around  the  small  pivot  valve,  a  reduction  being  made 
in  signal  line  reduces  the  pressure  on  top  of 
diaphragm,  the  air  under  it  being  greater,  moves  it 
up,  at  the  raising  of  the  diaphragm  it  acts  on  the 
pivot  valve,  causing  it  to  raise  from  its  seat,  admit- 
ting air  to  the  whistle,  for  a  moment  the  air  from 
upper  and  lower  side  of  diaphragm  is  discharging, 
the  diaphragm  moving  down  and  pivot  valve  seat- 
ing (closing  the  port),  remaining  so  until  another 
reduction  is  made. 


LEAKS 

793.  Q.     What  effect  does  the  leakage  of  main 
reservoir  air  have  on  the  system? 

A.  It  would  cause  unnecessary  work  for  the 
pump. 

794.  Q.     What  effect  does  leakage  of  equalizing 
reservoir  air  have  on  the  system  ? 

A.  It  destroys  the  equalizing  features  of  the  en- 
gineer's valve,  equalizing  piston  will  not  seat  when 
making  a  service  application,  also  unnecessary  work 
for  pump. 

795.  Q.     What  effect  does  leakage  of  train-pipe 
air  have  upon  the  system  ? 

A.  It  has  a  tendency  to  increase  the  application 
above  which  the  engineer  intends,  causing  the  train 
to  stop  short,  also  unnecessary  work  for  the  pump. 

796.  Q.     What  effect  does  leakage  of  auxiliary 
reservoir  air  have  on  the  system? 

A.     It  destroys  the  braking  power  of  that  vehicle, 

116 


also  creates  a  leakage  of  train-pipe  air  and  makes 
unnecessary  work  for  the  pump. 

797.  Q.     What  effect  does  leakage  of  brake  cyl- 
inder air  have  upon  the  system  (brake  applied)  ? 

A.     It  reduces  or  destroys  the  braking  power  of 
that  vehicle. 

798.  Q.     What  effect  does  leakage  of  signal  pipe 
air  have  upon  the  signal  system? 

A.     It  has  a  tendency  to  cause  the  air  whistle  to 
blow. 

799.  Q.     Is  there  any  part  of  the  air  brake  which 
can  have  leakage  that  does  not  cause  unnecessary 
work  for  the  pump? 

A.     No. 


THE  ESSENTIAL  PARTS  OF  AN  AUTOMATIC 
AIR  BRAKE  ON  A  LOCOMOTIVE 

1.  Air  pump. 

2.  Main  reservoir. 

3.  Duplex  gauge. 

4.  An  engineer's  brake  and  equalizing  discharge 
valve. 

5.  Pump  governor. 
(].     Train  pipe. 

7.  Cross-over  pipe  and  cut-out  cock. 

8.  Triple  valve. 

9.  Auxiliary  reservoirs. 

10.  Brake  cylinders. 

11.  Induction  pipe. 

12.  Release  or  bleed  cock. 

13.  Angle  cocks. 

14.  A  pair  of  flexible  hose  and  couplings. 

117 


15.  Cut-out  cock  (double  heading). 

16.  Pressure  retaining  valve. 

For  high  speed  or  straight  air,  see  high  speed  and 
straight  air  questions. 

TENDER,  FREIGHT  OR  PASSENGER  CARS 

1.  Train  pipe. 

2.  Cross-over  pipe  and  cut-out  cock. 

3.  Triple  valve. 

4.  Auxiliary  reservoir. 

5.  Brake  cylinder. 

6.  Induction  pipe. 

7.  Release  or  bleed  cock. 

8.  Pair  of  angle  cocks. 

9.  Pair  of  flexible  hose  and  couplings. 
10.  Pressure  retaining  valve. 

For  high  speed  and  straight  air,  see  high  speed 
and  straight  air  questions. 

800.  Q.     Is  there  another  essential  part  in  pas- 
senger service? 

A.     Yes,  a  conductor's  valve. 

CORRINGTON  CONSOLIDATED  BRAKE 
VALVE 

801.  Q.     What  is  it  used  for? 

A.  For  operating  the  air  between  main  reservoir 
and  train  pipe,  and  between  train  pipe  and  atmos- 
phere, when  applying  the  brakes ;  between  train  pipe 
and  auxiliary  reservoir;  between  auxiliary  reservoir 
and  brake  cylinder,  applying  the  brakes ;  between 
brake  cylinder  and  atmosphere,  releasing  the  brakes 
(triple  features),  also  between  main  reservoir  and 
brake  cylinder,  applying  the  brakes;  between  brake 

118 


cylinder     and     atmosphere,     releasing     the     brakes 
(straight  air  feature). 

802.  Q.     Are  there  triple  valves  applied  to  the 
system  ? 

A.  There  is  a  triple  or  distributing  valve  in  the 
lower  section  of  the  brake  valve,  which  performs  the 
features  of  a  plain  triple. 

803.  Q.     How  many  positions  has  the  automatic 
valve  ? 

A.     Six. 

804.  Q.     Name  them  ? 

A.  No.  1,  release  position ;  No.  2,  running  posi- 
tion for  high  pressure ;  No.  3,  running  position  for 
low  pressure ;  No.  4,  lap  position ;  No.  5,  service 
application  position ;  No.  6,  emergency  position. 

805.  Q.     What  communication  is  there  in  release 
position  No.  1? 

A.  Direct  communication  between  main  reser- 
voir and  train  pipe,  including  equalizing  reservoir; 
also  the  warning  or  alarm  port  is  open. 

806.  Q.     Name  the  air  discharging  through  the 
warning  port? 

A.     Train-pipe  air. 

807.  Q.     What  would  be  the  result  if  the  handle 
was  left  in  release  position? 

A.     Same  as  Westinghouse. 

808.  Q.     What  communication  is   there  in   run- 
ning position  No.  2? 

A.  There  is  communication  between  main  reser- 
voir and  train  pipe,  also  equalizing  reservoir. 

809.  Q.     How   long   would   this   communication 
remain  ? 

A.  This  being  running  position  for  high  pres- 
sure, it  would  remain  until  train  pipe  and  auxiliary 

119 


reservoir  was  charged  to  one  hundred  and  ten 
pounds;  the  feed  valve  (to  the  left  or  first)  would 
automatically  close  communication  between  main 
reservoir  and  train  pipe,  pump  would  continue  on 
until  the  required  amount  of  excess  had  been  ac- 
cumulated in  main  reservoir. 

810.  Q.     What  communication  is  there  in  running 
position  No.  3? 

A.  Same  as  in  No.  2,  only  this  position  is  con- 
trolled by  the  center  feed  valve,  which  is  set  to  regu- 
late the  train-pipe  air  to  seventy  pounds. 

811.  Q.     What  communication  is  there  in  position 
No.  4? 

A.     Not  any,  No.  4  is  lap. 

812.  Q.     What  sort  of  pressure  is  the  air  in  the 
equalizing  reservoir  made? 

A.  It  is  made  an  individual  pressure,  same  as 
Westinghouse. 

813.  Q.     What  is  the  divider  between  main  reser- 
voir and  train  pipe? 

A.  When  the  handle  is  on  lap  No.  4  position,  the 
rotary  valve  becomes  the  divider  between  the  main 
reservoir  and  train  pipe,  also  between  main  reservoir 
and  equalizing  reservoir. 

814.  Q.     What  is  the  divider  between  equalizing 
reservoir  and  train-pipe  air? 

A.     Equalizing  piston. 

815.  Q.     What  communication  is  there  in  No.  5 
position  ? 

A.     The  preliminary  exhaust  port  is  open. 

816.  Q.     Name  the  air  the  preliminary  exhaust 
port  discharges? 

A.  Equalizing  reservoir  air  (reducing  air  on  top 
of  the  piston). 

120 


817.  Q.     What  is  the  action  of  the  equalizing  pis- 
ton? 

A.  It  raises  and  discharges  about  an  equal 
amount  of  air  from  the  train  pipe. 

818.  Q.     Can  it  be  determined  by  the  discharge 
as  to  about  the  number  of  air  brake  cars  in  the  train  ? 

A.     Yes. 

819.  Q.     What  communication  is  there  in  No.  6 
position  (emergency)  ? 

A.  Direct  communication  between  train  pipe  and 
atmosphere,  opening  of  a  large  port,  causing  a  sud- 
den reduction  of  train-pipe  air. 

820.  Q.     Does  the  equalizing  piston  operate? 
A.     No. 

821.  Q.     When  making  a  service  application,  how 
is  the  air  in  equalizing  reservoir  operated? 

A.     By  the  engineer. 

822.  Q.     How  is  the  train-pipe  air  operated? 
A.     By  the  equalizing  piston. 

823.  Q.     Where  is  the  straight  air  valve  located? 
A.     It  is  consolidated  with  the  automatic  valve. 

824.  Q.     How  many  positions  has  it? 
A.     Four. 

825.  Q.     Name  them  ? 

A.  No.  1,  independent  release,  for  the  locomo- 
tive and  tender  brakes,  regardless  of  how  they  have 
been  set ;  No.  2,  normal  release  or  running  position ; 
No.  3,  lap ;  No.  4,  application. 

826.  Q.     What  communication  is  there  in  No.  1 
position  ? 

A.  Direct  between  brake  cylinder  and  atmos- 
phere. 

121 


827.  Q.     What  communication  is  there  in  No.  2 
position  ? 

A.  Indirect  between  brake  cylinder  and  atmos- 
phere. 

828.  Q.     What  communication  is  there  in  No.  3 
position  ? 

A.     Not  any,  that  is  lap. 

829.  Q.     What  communication  is  there  in  No.  4 
position  ? 

A.  Direct  between  main  reservoir  and  brake  cyl- 
inder. 

830.  Q.     Is  there  a  warning  or  an  alarm  port  in 
the  straight  air  valve? 

A.  Yes.  It  is  in  communication  when  the  handle 
is  in  independent  release  position. 

831.  Q.     Why  is  the  warning  port  in  the  valve? 
A.     To  warn  the  operator  not  to  carry  the  handle 

in  that  position. 

832.  Q.     Why  not? 

A.  The  brakes  of  a  locomotive  and  tender  could 
not  be  applied. 

833.  Q.     Do  you  obtain  full  main  reservoir  air 
for  braking  power  with  the  straight  air  brake  ? 

A.     No,  about  forty-five  pounds. 

834.  Q.     How   is   the   straight  air  regulated   to 
forty-five  pounds? 

A.     By  a  feed  valve. 

835.  Q.     Where  is  the  feed  valve  located? 

A.  It  is  bolted  to  the  body  of  the  automatic  valve 
(to  the  right),  or  third  valve  and  is  set  for  fortv- 
five  pounds. 

836.  Q.     How  many  feed  valves  has  this  system? 
A.     Three.     One  for  high  and  low  pressure  and 

one  for  straight  air. 

122 


837.  Q.     Can  the  brakes  be  operated  on  locomo- 
tive and  tender  without  operating  same  on  train? 

A.     Yes,  with  the  straight  air. 

838.  Q.     Can  the  brakes  be  operated  on  the  train 
without  being  operated  on  the  locomotive? 

A.     Yes. 

839.  Q.     Explain. 

A.  By  placing  the  handle  of  the  straight  air  valve, 
in  independent  release  position  and  making  an  appli- 
cation with  the  automatic  valve. 

840.  Q.     Can  an  automatic  application  be  retained 
on  the  locomotive  and  released  on  train? 

A.  Yes,  by  lapping-  the  straight  air  valve  just 
before  releasing  the  automatic. 

841.  Q.     Can  the  brakes  be  released  on  the  loco- 
motive and  tender  without  releasing  on  the  train  ? 

A.  Yes,  by  placing  handle  of  straight  air  valve 
in  independent  release  position. 

842.  Q.     Can  the  brakes  of  the  locomotive  and 
tender  be  applied  by  a  straight  air  application  and 
immediately  increasing  the  application  with  the  auto- 
matic ? 

A.     Yes,  or  vice  versa. 

843.  Q.     Can  the  brakes  of  a  locomotive  be  ap- 
plied with  the  automatic  valve  and  released  with  the 
straight  air  valve? 

A.     Yes. 

844.  Q.     How  should  a  train  be  handled  down  a 
grade  with  the  Corrington  valve? 

A.  When  making  an  application  with  the  auto- 
matic valve,  place  straight  air  valve  in  independent 
release  position,  when  train  is  slowed  down  to  a  safe 
speed  (that  the  auxiliary  reservoirs  will  have  ample 
time  to  recharge  before  another  application),  release 

123 


the  brakes.  Just  before  releasing,  place  the  straight 
air  valve  in  application  position  which  will  apply  the 
brakes  of  locomotive  and  tender  with  straight  air, 
preventing  any  possible  chance  of  the  train  parting. 
After  brakes  are  released  straight  air  can  be  released 
if  so  desired.  By  this  system,  the  braking  power  of 
the  heavy  locomotive  can  be  utilized  for  brake  brak- 
ing when  it  is  most  needed  to  assist  .the  pressure  re- 
taining valves  in  steadying  the  train,  while  the  auxili- 
ary reservoirs  recharge,  without  any  more  wear  of 
the  shoes  or  tires  than  is  caused  by  an  application 
of  the  ordinary  automatic  brake. 

845.  O.     How  should  the  valve  be  operated   in 
freight  service? 

A.  When  it  is  desired  to  release  while  the  train 
is  in  motion,  place  the  handle  of  straight  air  valve 
in  application  position  before  releasing  the  auto- 
matic ;  by  so  doing,  the  brakes  of  locomotive  and  ten- 
der will  be  retained,  preventing  any  possible  chance 
of  the  train  parting.  After  automatic  brakes  of  the 
cars  have  been  released,  release  straight  air  slowly. 

846.  Q.     How  should  the  valve  be  operated  in 
making  passenger  stops? 

A.  As  it  has  been  found  advisable  to  make  pas- 
senger stops  with  the  second  application,  make  the 
final  release  a  trifle  quicker  with  this  system  and 
just  before  it  is  made  (lap  the  straight  air  valve,  if 
the  condition  of  the  brakes  of  the  locomotive  and 
tender  are  fair,  if  not)  apply  the  straight  air  lightly. 
By  so  doing,  the  stop  will  be  finished  with  the 
straight  air,  avoiding  all  shocks  or  jars  (which  are 
very  disagreeable  to  the  passengers),  which  occur 
at  different  times  when  making  an  ordinary  stop, 

847.  Q.     Do  you  understand  the  operation  of  the 
feed  valves  and  pump  governors  ? 

124 


A.     Yes,  same  as  other  brake  companies. 

848.  Q.     Is  it  necessary  to  take  the  valve  apart  to 
oil  the  rotary  valve  seat? 

A.  No,  remove  the  handle  nut,  then  remove  a 
stem,  drop  in  a  few  drops  of  valve  oil,  replace  the 
stem  and  nut  and  the  rotary  seat  will  get  lubricated. 

849.  Q.     Can  this  be  done  when  the  gauge  records 
pressure  ? 

A.     Yes. 

850.  Q.     Has  this  system  cut-out  cocks  for  truck, 
driver  and  tender  brakes? 

A.     Yes. 

851.  Q.     Where  are  they  located? 

A.  The  one  for  the  tender  brake  cylinder  is  lo- 
cated in  a  fitting  just  below  the  brake  valve ;  the  one 
for  the  tender  auxiliary  reservoir  is  near  its  auxili- 
ary, under  the  running  board ;  the  one  for  the  driver 
brake  cylinders  is  near  the  cylinders ;  the  one  for 
the  driving  brake  auxiliary  reservoir  is  near  its  aux- 
iliary, under  the  running  board  ;  the  one  for  the  truck 
brake  cylinder  is  in  the  pipe,  leading  to  it;  the  one 
for  the  truck  brake  reservoir  is  near  its  auxiliary, 
under  the  running  board. 

DOUBLE  HEADING 

852.  Q.     How  would  you  proceed  to  double  head 
(second  locomotive)  ? 

A.  There  is  a  small  lever  located  between  the 
high  and  low  pressure  feed  valve,  which  operates 
a  small  rotary  valve  (the  rotary  valve  operates  ser- 
vice train  pipe  exhaust  port),  known  as  the  double- 
heading  valve,  when  this  handle  points  down  (verti- 
cal), the  train  pipe  exhaust  is  open.  To  double  head 

125 


(second  locomotive),  the  lever  would  be  moved  to 
the  right  (angle  about  forty-five  degrees),  which 
would  close  the  exhaust  port ;  place  the  handle  of 
the  automatic  valve  on  lap  position  No.  4. 

853.  Q.     What  should  be  done  with  the  straight 
air  valve? 

A.     Not  anything ;  leave  the  handle  in  No.  2  run- 
ning position  (normal). 

854.  Q.     Has  the  engineer  of  the  second  engine 
entire  control  of  the  brakes  on  locomotive  and  ten- 
der? 

A.     Yes ;  he  has  the  brakes  absolutely  in  his  con- 
trol by  the  feature  of  the  straight  air  valve. 

855.  Q.     If  an  application  be  made  from  the  engi- 
neer's valve  of  the  first  locomotive  and-  the  engineer 
of  the  second  locomotive  notices  the  wheels  are  slid- 
ing of  the  second  locomotive,  can  the  brakes  be  re- 
leased without  interfering  with  the  brakes  of  the  first 
locomotive  and  cars? 

A.     Yes. 

856.  Q.     How  would  you  proceed? 

A.     Place  the  handle  of  the  straight  air  valve  in 
independent  release  position. 

857.  Q.     If  the  brakes  be  applied  by  the  engineer's 
valve  of  the  first  locomotive  for  the  purpose  of  slow- 
ing the  train  or  making  the  stop,  can  the  engineer 
of  the  second  locomotive  operate  the  brakes  on  the 
locomotive,  so  that  there  is  no  possible  chance  of 
the  train  parting,  should  the  man  on  the  first  locomo- 
tive release  the  brakes  while  the  train  was  in  motion  ? 

A.     Yes. 

858.  Q.     How  would  you  proceed? 

A.     Place  the  straight  air  handle  in  application 
position. 

126 


859.  Q.     If  the  engineer  of  the  second  locomotive 
was  called  upon  to  make  an  emergency  application, 
how  would  he  proceed? 

A.  Throw  the  handle  of  the  automatic  valve  to 
position  No.  6,  also  operate  straight  air  valve  in  ap- 
plication position. 

860.  Q.     Why   would   you   operate   straight   air 
valve  also? 

A.  To  replenish  any  leakage  of  brake  cylinder 
pressure  of  locomotive  and  tender. 

DEFECTS 

861.  Q.     What  effect  has  a  leaky  graduating  valve 
on  the  system? 

A.  Cause  the  brakes  to  have  a  premature  release 
unless  full  set  (same  as  other  systems). 

862.  Q.     What  effect  would  a  leaky  slide  valve 
have? 

A.  Cause  a  blow  at  the  exhaust  of  straight  air 
valve,  when  handle  is  in  No.  2  release  (or  running) 
position. 

863.  Q.     What  effect  would  a  leaky  straight  air 
rotary  valve  have? 

A.     Cause  a  blow  at  the  exhaust  of  straight  valve. 

864.  Q.     How  could  either  defect  be  located? 
A.     Lap  the  straight  air  valve,  if  the  blow  con- 
tinued, it  is  the  straight  air  rotary  valve  leaking. 

865.  Q.     What  effect  has  a  leaky  rotary  valve,  top 
body  gasket,  feed  valve,  or  feed  valve  case  gasket 
(in  the  automatic  valve)  ? 

A.  Same  defect  will  arise  from  these  as  those  in 
the  Westinghouse  system. 

127 


866.  Q.     How  can  a  defective  rotary  valve,  top 
body  gasket  be  determined  from  the  feed  valve  or 
its  gasket? 

A.     Test  the  same  as  of  Westinghotise. 

867.  Q.     How  can  a  defective  rotary  valve  be 
determined  from  a  top  body  gasket? 

A.  By  lapping  the  valve,  if  the  black  hand  raises 
quicker  than  it  does  when  in  running  position,  the 
defect  is  in  the  top  body  gasket,  if  not,  it  is  in  the 
rotary  valve. 

868.  Q.     If  the  lower  body  gasket  was  broken  be- 
tween main  reservoir  and  top  of  triple  piston  (train- 
pipe  air),  what  effect  would  that  have  on  the  sys- 
tem? 

A.  The  equalizing  piston  would  not  seat  when 
valve  was  lapped,  it  also  has  a  tendency  to  cause  the 
equalizing  piston  to  remain  from  its  seat  when  valve 
is  in  running  position  (light  locomotive). 

869.  Q.     What  effect  would  a  leak  in  the  (black 
hand)   gauge  pipe  or  equalizing  reservoir  air  have 
on  the  system? 

A.     Same  as  Westinghouse. 

870.  Q.     How  could  a  leak  in  the  equalizing  res- 
ervoirs air  be  determined  from  a  leak  in  the  lower 
body  gasket? 

A.  When  valve  is  lapped,  a  leak  in  the  equaliz- 
ing reservoir  will  cause  the  black  hand  to  fall  and 
equalizing  piston  raising,  discharging  train-pipe  air. 
Where  the  trouble  is*  in  the  lower  body  gasket,  it 
will  cause  the  piston  to  raise  (when  valve  is  lapped) 
without  the  falling  of  the  hand. 

871.  Q.     How  would  you  proceed  if  the  gauge  or 
governor  pipes  were  broken? 

A.     Same  as  the  Westinghouse. 

128 


872.  Q.     How  would  you  proceed  to  brake  if  the 
brakes  could  not  be  applied  in  service  position  No. 
5? 

A.     Operate  on  the  edge  of  the  emergency,  same 
as  the  Westinghouse. 

873.  Q.     How  would  you  proceed  if  the  pipe  lead- 
ing to  the  equalizing  reservoir  was  broken  ? 

A.     Blind  its  connection  of  the  valve  and  close 
double-heading  cock. 

874.  Q.     How  would i you.  apply  the  brakes? 
A.     Same  as  with  Westinghouse. 

875.  Q.     What  class  of  air  gauge  is  Hised  by  this 
company  ? 

A.     Triplex. 

876.  Q.     Why.  is  it  called  triplex?  . 

A.     Because  three  pressures  are  recorded  on  the 
same  dial.         ,...-:•  .  ,- 

877.  Q.     What  air  does  the  black  and  red  hand 
record  ?  i 

A.     Same  as  of  other  brake  systems. 

878.  Q.  "What  air  does  the  small  black  hand  rec- 
ord? 

A.     When  brakes  are  applied  on  locomotive  and 
tender,  it  records  brake  cylinder  air. 

879.  Q.     Whenever  the  brakes  of  the  locomotive 
and    tender    are    applied,    either    by    automatic    or 
straight  air,  and  the  handle  is  placed  on  lap,  what 
does  the  falling  of  the  small  black  hand  indicate  ? 

A.     Leakage  of  brake  cylinder  air. 

880.  Q.     What  is  the  feature  of  the  high-speed 
automatic  reducing  valve? 

A.     Same  as  Westinghouse. 

129 


881.  Q.     Does  it  graduate  the  discharge  of  cyl- 
inder air  on  an  emergency  application? 

A.     Yes. 

882.  Q.     Explain  its  operation? 

A.  It  has  a  piston  valve  which  operates  three 
rows  of  ports  in  the  bushing.  Whenever  an  emer- 
gency application  arises,  auxiliary  and  cylinder  air 
equalizes  at  about  eighty-five  pounds,  the  piston  is 
moved  (unseating,  performing  the  valve  feature), 
covering  two  of  the  three  rows  of  ports  in  the  busn- 
ing.  The  air  now  discharges  to  the  atmosphere 
through  one  row,  as  the  pressure  is  being  reduced, 
the  adjusting  spring  reacts,  moving  the  piston  up- 
ward, opening  the  second  row  of  ports,  discharging 
the  air  more  rapidly.  The  third  row  of  ports  being 
opened,  making  the  reduction  still  more  rapid.  When 
the  braking  power  is  reduced  to  about  sixty  pounds, 
adjusting  spring  reacts  and  causes  piston  to  seat 
(performing  the  valve  feature),  closing  the  ports. 

883.  Q.     How  many  valves  are  required  for  the 
equipment   of  a   locomotive   and   tender   with   this 
system  ? 

A.  One,  a  consolidated  engineer's  valve,  includ- 
ing a  high-speed  automatic  reducing  valve. 

884.  Q.     Does  the  high-speed  automatic  reducing 
valve,  applied  to  a  locomotive,  perform  any  other 
feature  except  in  high  pressure  service? 

A.  Yes ;  it  acts  as  a  safety  valve  for  the  straight 
air  brake. 

CARE  OF  TRIPLE  VALVES  AND  BRAKE 
CYLINDERS 

885.  Q.     How  often  should  the  brakes  be  cleaned 
in  passenger  service? 

130 


A.  The  triple  valves  in  passenger  service  should 
be  t  removed,  cleaned  and  tested  every  three  months 
when  operated  by  high  pressure ;  if  operated  by  low 
pressure,  every  six  months. 

886.  Q.     What  test  should  be  applied  to  the  triple 
valve  ? 

A.  After  the  triple  valve  has  been  cleaned  and 
oiled,  it  should  be  tested  as  per  rules  of  the  brake 
companies. 

887.  Q.     Do  you  pay  particular  attention  to  the 
graduating  valve  and  its  pin? 

A.  Yes ;  see  that  the  pin  is  not  badly  rust  eaten 
or  broken. 

888.  Q.     How  much  oil  does  the  piston  and  slide 
valve  require? 

A.  A  very  small  quantity,  six  to  eight  drops  of 
good  lubricating  oil  that  will  not  congeal  in  cold 
weather. 

889.  Q.     When  cleaning,  are  you  careful  not  to 
leave  threads  or  lint  of  waste  on  any  of  the  parts? 

A.  Yes ;  by  using  a  piece  of  cloth  to  clean  with, 
there  is  not  the  danger  of  lint. 

890.  Q.     How  often  should  the  brake  cylinder  be 
cleaned  and  lubricated  in  passenger  service? 

A.  The  piston*  should  be  removed  and  brake  cyl- 
inder cleaned  every  three  months,  where  it  is  oper- 
ated with  high  pressure;  if  operated  by  low  pres- 
sure, every  six  months. 

891.  Q.     Do  you  pay  particular  attention  to  the 
leather  packer,  notice  if  it  will  be  durable  until  the 
next  cleaning? 

A.     Yes. 

892.  Q.     How  much  set  is  allowed  for  the  packer 
expander  ? 

131 


A.  The  expander  should  fit  the  bore  of  the  cyl- 
inder (its  joint  being  open). 

893.  Q.     Should  the  leakage  groove  be  examined  ? 
A.     Yes,  and  cleaned. 

894.  Q.     Where  is  the  leakage  groove  located? 
A.     Some  at  the  top ;  others  at  the  side  of  the 

cylinder. 

895.  Q.     What  kind  of  a  lubricant  is  used  for  the 
cylinder  ? 

A.     Grease. 

896.  Q.    What  amount  of  grease  is  used  for  cyl- 
inder ? 

A.  About  one  and  one  half  ounces  for  an  eight- 
inch  cylinder ;  two,  for  a  ten-inch ;  two  and  one  half, 
for  a  twelve-inch;  three,  for  a  fourteen-inch ;  three 
and  one  half,  for  a  sixteen-inch. 

897.  Q.     How  often  should  the  high-speed  valve 
be  cleaned  and  tested? 

A.     Once  every  six  months. 

898.  Q.     How  often  should  the  brakes  in  freight 
service  be  cleaned? 

A.     Once  every  twelve  months. 

899.  Q.     When  cleaning  and  making  repairs  to 
the  freight  triple  valve  or  cylinder,  should  the  same 
care  be  given  as  those  in  passenger  service? 

A.  Yes;  they  should  undergo  just  as  careful 
treatment. 

900.  Q.     Should  the  auxiliary  and  the  cylinder  be 
stenciled  the  date  of  the-  last  cleaning  ? 

A.    Yes. 

901.  Q.     Does  the  angle  and  straight  cock  ap- 

132 


plied  to  the  air  brake  system  ever  need  any  inspec- 
tion? 
A.     Yes. 

902.  Q.    Why  so? 

A.  Some  times  the  plug  gets  leaking  and  it  re- 
quires grinding;  other  times  the  plug  works  hard 
and  it  requires  lubricating. 

903.  Q.    How  many  strainers  are  there  in  a  car 
and  locomotive  brake  equipment? 

A.  Two;  one  located  in  the  train  pipe  at  the 
cross-over  pipe  connection,  and  the  other  at  triple 
valve  union. 

904.  Q.     Should  these  strainers  ever  have  an  in- 
spection ? 

A.  Yes ;  as  the  strainers  have  been  known  to  get 
partially  plugged. 

905.  Q.     Is  there  any  part  of  the  air  brake  that 
you  know  of  that  does  not  require  an  inspection? 

A.  No;  the  air-brake  equipment  of  each  and 
every  engine  should  be  thoroughly  inspected  and  all 
repairs  made  before  the  locomotive  leaves  the  engine 
house.  When  locomotive  is  coupled  to  the  train  and 
has  accumulated  the  standard  pressure,  a  thorough 
inspection  should  be  made  of  the  brakes  of  the  train 
and  all  repairs  made  (if  any  defects  are  found)  be- 
fore they  are  pronounced  O.  K. 


•>     "MS 

UNIVERSITY] 

OF 


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DEC  21 1913 


50m-7,'16 


"  VB . I G88o 


